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Everything posted by kortopates
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Personally, I think @steingar first statement makes the most sense with our modern Cirrus like aircraft. But the requirement for logging 10 hrs PIC in a complex aircraft vs training and testing the commercial maneuvers are two very different things.
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Whenever Stratux can support Garmin's data protocols - I surely doubt it'll happen any other way.
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Same here, getting a server error attempting to login '1 Call to undefined method IPS\login::forms() (MbqRdEtUser.php:29)' So something appears to have changed either on the MS side or tapatalk side. I was assuming Tapatalk, but Chris @Marauder post above suggest Mooneyspace side, since it works on other forums?
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It's the same pump for high boost, low boost and prime. If you were using the prime button you may be having a problem with the diverter or maybe even a broken primer fuel line. I am sure your AME will figure it out ASAP.
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Get yourself a good Mooney specific instructor and take your time learning all about the plane and doing all kinds of landings and takeoff's. You'll know when you are feeling comfortable with the plane. Electric gear & flaps F model? Are you in San Diego, which field? I am at KSEE. Sent from my iPhone using Tapatalk
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M20K 252 with "black" instrument panel?
kortopates replied to MRussell's topic in Modern Mooney Discussion
Running both together provides the ideal situation so that #2 is absorbing the load and saving #1, but should #2 go off line, #1 is comes alive without any pilot action. yeah, you have my sympathies on your #2 noise issue. Mine had just gotten much worse with the new panel, it was actually fine before the new panel work except for minor load meter fluctuation that began in the last couple years. But all the recent panel work back there led to more issues due to the delicate wiring with some chaffed wires and previous wire patches not done properly to alternator circuity that goes there since all the shunts are located there including the new JPI EDM 900 shunt. So I really had to fix mine - my #2 was indicating 3x what it was really putting out. To be able to properly clean things up back there, we put a in new 50 pin circular connector so that we could remove that quarter panel entirely now and fix the wiring correctly. It had seen too much jury rigging over the years simply because there is virtually no access beyond the 4-5" you can pull it forward. But it would be hard to go to that much trouble if the only complaint was whining noise. -
M20K 252 with "black" instrument panel?
kortopates replied to MRussell's topic in Modern Mooney Discussion
Really sounds like Paul's @gsxrpilot #2 alternator filter may have an issue or there is a shielding issue with the #2 since it shouldn't provide any more of a whine than #1 - these are identical systems electrically. Although Paul has a reason for turning off his #2 for the noise, with a fully functional system there is no benefit to doing so. In fact, you'll be transferring the load and wear and tear entirely to the #1 alternator when you would rather have the load absorbed by the #2. The #2 being the belt driven alternator is much more accessible and cheaper to maintain. Its out in a few minutes and be can very affordably maintained with new brushes and bearings periodically. When the #1 goes, its has the very expensive rubber coupler that was $900 last I knew some years ago and requires a quite a bit of work to R&R. Its the one you want to last as long as possible so its really ideal that #2 absorbs most of the load since it spins faster and is much cheaper and easier to maintain. Yes, disconnecting at the alt field switch still has the alternator turning at full rpm, but with no load on the alternator its going to spin easily. Although not a big deal on an alternator turning with a belt, the #1 being spun by the rubber coupler (to enable sheering with an alternator problem) is getting more wear as rubber coupler overcomes the resistance of the higher load. Normally there won't be any or much resistance with #2 taking the load. I recently had to rewire the rear of my entire far right circuit breaker quarter panel because I was having similar but different issues Paul has with my #2 alternator (fluctuations and higher than actual load indications). Cleaning up the wiring fixed mine. -
Overhaul of built-in oxygen tank valve/regulator
kortopates replied to larryb's topic in General Mooney Talk
All maintenance must be logged including the preventative maintenance that you as a pilot owner are legal to do. But without checking, I don't recall this as one of the listed tasks. But just as @larryb says above, the repair station will do an entry for the tank & regulator work and then your A&P will do one for the re-install. Just checked 43.A,c and confirmed the tasks is not preventative maintenance so will at least require A&P supervision. -
Loss Of Engine Power Thursday Night
kortopates replied to ziggysanchez's topic in General Mooney Talk
Glad you got it down before you lost more than a couple cylinders. This is one thing I much appreciate on the 6 cyl engine versus the 4. Besides more HP, loosing a cylinder is barely noticeable compared to loosing one of only 4. -
Thanks for confirming Bob. Yep, the only difference is in slant range and a lower approach altitude should make the difference negligible. Guess that's good news that Garmin or Jeppesen is able to over come the issue that prevented them for putting the procedure in the DB. But this was such a great example on how to use GPS to substitute for DME that I am going to have to try to find another similar one for the college IFR class I teach since the DB procedure makes it too easy
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Governor Stop Screw - Safety Wire?
kortopates replied to Skates97's topic in Vintage Mooneys (pre-J models)
Yes, its missing and using the arm should work. Inspect it over the prop controls full range afterwards to make sure it's ok. -
PROPER CHT'S (CYLINDER HEAD TEMPS)
kortopates replied to BRBENNETT's topic in Vintage Mooneys (pre-J models)
The only time we have a concern for running too cool is if you are not fully scavenging the lead. Avgas contains a lead scavenging agent" called ethylene dibromide. However the agent needs sufficient combustion temps (not necessarily CHT) to do its job. If combustion is too cool, it results in lead fouling of the plugs. Its true that the scavenging is most effective in the 350-400F range but so what, we hardly operate our engines to maximize lead scavenging. Most of us prefer to operate for maximum cylinder longevity which likes cooler CHTs. Although from a CHT perspective, lead deposits have shown to form with CHTs below 300F, typically we find this is only a concern with very low power ROP cruise where see both very low EGTs and CHT (CHTs of 250F and lower). But leaning to peak EGTs when operating at low power does much better and exposure to lead fouling is much less likely. Hopefully all this will be mute soon when we can run lead free avgas. This is just like the OWT that oversquare is bad for your engine! The bottom like on Mike is that all of his work is dedicated to educating the pilot community and has been for years. Its been a few years since he started Savvy to work with clients directly for fee, but his business model is all about saving clients money by educating owners on the difference between discretionary maintenance and required maintenance, saying "no" to scheduled maintenance that is neither required nor proven to be helpful - like cleaning injectors on annual schedule and giving the owner control back on their annual invoices by separating the inspection from maintenance and getting estimates for discrepancies before the work is started. He's also all about data driven maintenance rather then premature wrench turning and throwing parts at it. Of course he does not advocate all maintenance be done on condition and is a very vocal on the need to comply with timed Magneto IRAN inspection too. If that's cool aide, its the most sensible, logical and scientific reasoning I've been exposed too in the aviation world to date. All of us at Savvy are proud to be associated with him and all he has done for GA.- 26 replies
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Very unfortunate event for Bill, but glad nobody got hurt. Hopefully the wing is repairable or they can replace it. I was shocked by some of worst characterizations I've read in the news about an aviation incident - i added italics to the portions I am referring too. ----------------------- from http://www.kathrynsreport.com/2018/04/mooney-m20r-ovation-n6868-incident_16.html "A small aircraft landed on a North Side street Monday afternoon after the pilot apparently missed a nearby runway." "San Antonio Fire Capt. Kevin Koch said a couple in their 70s were trying to land the plane at Twin Oaks Airport around 3 p.m. when a wind gust lifted the plane past the runway. It ended up in the 600 block of Heimer Road." -------------------------- For sure this is a short runway and gusty winds with tail wind probably made all the difference. But its certainly not too short and although I've never been there the airport data shows the runway gradient on RWY 30 to 1.9% so this makes for a very steep runway landing uphill. Using the rule of thumb that every 1% in gradient is equivalent to landing on 10% more runway, the runway at 2225 * 119% = equivalent length of 2647' - which is much more reasonable yet still very narrow. Of course I am not accounting for obstructions landing on RWY 30 but on google earth it doesn't look horrible. But using the worst case KSAT winds of 18018/G26 indicates landing RWY 30 Tail wind component of 6.5 gust 8.8 and xwind of 18 gust to 24. And the GA rule of thumb for tailwinds is 10% landing distance increase for every additional 2 kts. So although the uphill gradient was a help by perhaps 19%, the tail wind was 30-40+% reducing the effective runway. But the peak winds in the Metar tell a much worse story. If the Mooney got a taste of those peak winds while on the runway, the 150/26 yields 22.5 kt tailwind with 13 kt x-wind component - which is more like a 110% reduction in effective runway length or stopping distance. Wow - Yikes is right!! Also of note, Jolie has been hosting a very popular Mooney fly-in on our west coast a couple times a year at Oceano L52 which is just a 100' feet longer at 2325x50. No real obstructions, but very flat (0.5% gradient) but I doubt it will ever see the density altitude of a airport in Texas. But we've had all kinds of Mooney's including longbodies come into Oceano. Of course Its always important to being right on target speed for a short field landing; else the infamous Mooney float will eat up much of the runway. But rather than gusty winds, our biggest cause for diversions has been the marine layer.
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Only on the 800 can you program the # of cylinders, not the 700. Its in the Pilot Guide.
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I was wondering the same thing - how did they mess that up. I believe they keep a database by serial number of every unit with the last installed firmware version and enabled features/configuration. So just maybe the unit was upgraded before in the past and somebody didn't update their data on your serial number. But I can only speculate. It could be as simple as you suggest too and somebody was in too much of a hurry.
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PROPER CHT'S (CYLINDER HEAD TEMPS)
kortopates replied to BRBENNETT's topic in Vintage Mooneys (pre-J models)
CHTs in the low 300F’s are envy of many. You have nothing to be concerned with, but your obviously running low power cruise. But if you have glazed cyl it suggest it was broken in at too low a power too. But how is your oil consumption ? Sent from my iPhone using Tapatalk -
I can’t see picture either, but start contacting all the larger aircraft salvage businesses with the part no you have; if you don’t get luck with either of the MS’ers above. Sent from my iPhone using Tapatalk
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Bummer, ask them for expedited shipping since your AOG! Sent from my iPhone using Tapatalk
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Call JPI tech support, I am pretty sure # cyl, FF, Map, RPM etc are all firmware changes and upgrades they charge $ for. Sent from my iPhone using Tapatalk
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GTN Software Version 6.41 STC ---FINALLY!
kortopates replied to donkaye's topic in Avionics/Panel Discussion
Go back to page 1 about the 13th post to find the links provided by Don. However one these, the service bulletin, has been updated: https://www.garmin.com/en-US/aviationalerts/rev-b-approval-gtn-v6-41-flight-stream-210-v2-70-flight-stream-510-v2-30-gtn-nav-v6-03-software-aml-stc-sa02019se-d/ -
Looking for gear down switch for 252 Encore
kortopates replied to Encore's topic in Modern Mooney Discussion
Talk to your favorite MSC or call LASAR to get one shipped to you. -
I used a red font to indicate those that I knew of that had lots of hangars. I suspect some of the those only have shared large hangar space. Classic has some of the best hangars but you have to buy the hangar and pay rent. I am at Skyharbor which is very nice and affordable.
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SEE also has had the best gas prices in the county at $3.95 self serve for over a year.
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Hangar space becomes available at both airports all the time, but you have to do the leg work to contact the various lease holders to get on their list and keep in touch. At Gillespie you'll get better hangar for the money. I was at Montgomery for over a decade before I moved to Gillespie in order to save $100/month and get a real hangar with concrete floors, full power and lightning and nearby bathrooms versus the T-hangar I had on broken asphalt that allow water to in after rains and very limited power and lightning without any nearby bathrooms. Although Montgomery was more convenient for me, the better hangars at lower cost eventually moved me to SEE.
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Garmin pilot NOS airport diagram (is this true)
kortopates replied to Jim Peace's topic in Miscellaneous Aviation Talk
Yes, very true that GP government airport diagrams are not geo-referenced since they instead provide safe-taxi diagrams. I can’t say for sure since I am not Garmin, but I always assumed they did this because the government charts are very lacking for airport charts. Your base like mine may have them, but many instrument airports do not. So I assume GP didn’t want to provide 2 different methods: airport diagram when available and safe taxi when not. They do provide safe taxi for all airports with instrument approaches AFAIK. There is another option in GP to get geo-referenced airport diagrams but it may not interest you because of the $. But you could add a Jeppsen subscription to get them if you want them that much. Personally I never gave the lack of frequencies on the safe taxi diagrams a thought. My habit it to get the ATIS, talk to ground and perhaps Clearance and enter all frequencies I’ll need before I begin taxiing for the runway. So I’ve never missed them, plus at an unfamiliar airport I am more likely to load the freq by selecting them off the panel GPS from the nearest airport page rather than enter them a digit at a time. Now I can use intellivoice commands to verbally load nearest ATIS, ground, etc. just pushing a button. Sent from my iPhone using Tapatalk