kortopates

Great catch - but check out the Gatts Jar for the serious sumping our Mooneys deseve. Those little beakers are much too little for the sample size we should be taking when we have been parked out in the the rain away from home and many have missed a full beaker of water. Plus the Gatts Jar has a millipore like filter to allow returning the sample back to the tank while still holding any water which solves the disposal issue. http://m.aircraftspruce.com/catalog/appages/gatsfueljar.php?gclid=CjwKCAjw7vraBRBbEiwA4WBOn54mtyhXT8omuOsTEwWMmzDdvXjpvVzuZV8FhCGt6FLdYwQGU9RLzRoCfp4QAvD_BwE Sent from my iPhone using Tapatalk

Thanks Clatence for pointing out my typo - that should have been ungrounded rather than grounded when we move to Off quickly to test. When a p-lead breaks (or perhaps switch contacts are failing) it prevents grounding the mag in the Off position so that the coil can't induce a current. Sent from my iPhone using Tapatalk

The vacuum pump concern is one of those OWT's. Nothing to be worried about there - your safety is far more important. Eric answered your first. At idle RPM it's not an issue if you don't delay going back to both. Sent from my iPhone using Tapatalk

I agree, but bladders aren’t even an option for a 231. It’s patch or reseal; preferably by someone with a proven track record and with a warranty as mentioned above. Sent from my iPhone using Tapatalk

Don't take this end date of the NOTAM seriously. It seems every fire fighting TFR is created with the maximum expiration time. They'll cancel it whenever they have the fire contained and finished with their airborne ops. We had a similar situation down here in SOCAL with out Pasqual fire that started last Friday that was very close to our Ramona airport. By that afternoon we had a TFR (while I was in the air) and evacuations going on. By the following day, since the airport was closed due to the fire (except for CAL Fire operations) pilots were in a rage because the NOTAM similarly stated the airport would be closed for months and therefore certain to effect airport business's livelihood and access to people's planes. It was only another day till the fire was over, evacuations were lifted and the TFR was canceled.

This is another Continental vs Lycoming thing and of course they are very different. Although we adjust Max redline FF, idle FF and mixture on the Continentals we can only adjust idle mixture on the Lycoming as @Clarence said above. With all the data I see at Savvy, the nominal max FF for sea level departure at 2700 rpm is about 18 1/2 GPH for the 200HP FI IO-360's and about 16 1/2 GPH for the 180HP Carbureted O-360. (So @Hank is doing real well seeing 18 GPH with his carbureted O-360 - does it have power flow exhaust?) Powerflow exhaust is an example of when some planes need to have their max FF adjusted up a bit since they can run even hotter after the mod.

Good for you and Sorry Erik if I came off a little too strong but its not your fault you didn't get that training but its such a huge safety factor before we get out and grab our prop to push back etc. we should all be doing it. As well as turning the prop backwards when we must. I myself didn't learn the safe way about turning the prop backwards till A&P school. I wish one of my instructors had enlightened me much earlier. The critical thing is the engine doesn't need to restart to kill you, its just needs one good pop! Those that have been Mooney owners for over 15 years may recall and a very good A&P that used to work at Dugosh whose account was on the old Mooney list years ago. He got hit in the head by a single pop. Although he survived the massive head injury, it was not without a long convalescent period and permanent brain injury. He tried to return to work for a short time but it didn't work out. One pop is all that it takes. And this event continues to repeat time and again. Don't let it happen to you.

You'll be able to sense the engine is dying right away. Since it takes longer than what you allow with a quick flip of the key to the off, soon as you have the key back on Both the engine resumes running just fine. It does not need to come to complete stop for you to sense you have removed the spark for a second and the engine is dying. You might need a demonstration by your A&P or someone that's experienced. Its a shame though that you weren't taught this during your primary instruction since its a safety issue before you go push the plane back into its parking place or hangar. But not all CFI's know this unfortunately. Incidentally, shutting down the engine with the ignition key potentially creating a dangerous conditions with fuel still in the cylinder ready to be lighted off with a single release of an impluse coupling. But yes the key would have to be left in too.

It can’t pop turning backwards! Sent from my iPhone using Tapatalk

I’ve done it multiple times including BIG radial engines. It’s not that hard once you have had training. But no one has any business trying without prior training on how to do it safely- the stats speak for themselves. Sent from my iPhone using Tapatalk

It’s testing that the P-lead is not grounded before shutdown. Everyone SHOULD have been taught this by their instructor - preferably primary! Doing the run up test it too but after any flight you need to re-test that the p-leads are STILL not grounded before getting out and grabbing the prop! Sent from my iPhone using Tapatalk

Exactly right, but there is a genuine need to move the prop by both mechanics and pilots - you just gave an excellent and very common example of needing to move the prop to hook up the the tug or tow bar. So how do we safely move the prop without getting hurt from it in case the p-leads are not grounded? Mechanics are taught to turn the prop backwards when moving it - this will prevent the impulse coupling from releasing.

Although I totally agree in principal, the article doesn't tell us how he got hit. Was he hand propping? Did he get out after starting to pull a chock? Did he ....? I am sure still very preventable regardless and sad never the less.

I wouldn't expect anyone without at least front shoulder belts to defend their position. Not withstanding we realize we have well respected Mooneyspacers without them - It's not defensible. Its just like saying some peoples lives aren't worth the effort or cost to install shoulder belts. http://alphaaviation.com/mooney-minor-change-kit-m20-a-thru-g-and-early-j/

Nice, but not quite the same since yours has the tail strobe firing in-between your sync'd wing Orions. That could be evening out the draw - I don't know. Sent from my iPhone using Tapatalk

It's a Orion 500. Part no will depend on 12v vs 24 volt. Like the 650, it's a combination strobe and nav light. Sent from my iPhone using Tapatalk

Whether it's your forever airplane or not, your survival as a pilot, as well as your precious cargo, will be greatly enhanced with an engine analyzer and the knowledge of how to use it. These days good airmanship includes the knowledge of how to manage and monitor your engine. Sent from my iPhone using Tapatalk

As far as I know, they haven't rented anything for years. All I remember hearing back when they closed long ago was for "health reasons". Maybe one of our MSers from Arizona might have more accurate info but they haven't been a rental source for tools in a long time. Its a shame, as they were the only such service around. Although you can get the nose shock disk compression tool from LASAR with purchase of disks, but that is about all I know of that you can rent or borrow.

This is of no help to you, but luckily for me, the EDM 900 is impervious to the fluctuations. Sent from my iPhone using Tapatalk

I just can't imagine paying the likely 40 hrs install cost for an old KLN that adds virtually nothing in resale value to the airframe. Whereas an old but still modern GNS430 adds value and capability for just a little more and at near the same install cost. Then you'll have a install that is upgradable; either to WAAS if you want to start real cheap or to a current Avidyne unit. Of course actual install cost will depend on what you have to interface with, how much moving around you might do and if you need a GPS compatible CDI etc. Sent from my iPhone using Tapatalk

The only thing left is consideration between the 2 underwriters IMO. Some have a much better reputation than others and differences in policy that would make the $70 a no brainer to me. Sent from my iPhone using Tapatalk

Most don't, and we all know as pilots time in a C model for example carrys over very little to an Acclaim. But I would agree short body to short body etc, but not NA to Turbo as another difference. Sent from my iPhone using Tapatalk

I believe JPI says 40 hrs without fuel tank calibration on their website. If a first time install, thats optimistic. For a 900 new hoses for a few sensors need to be made up as well (oil press, map, fuel pressure). Replacing one and a installing new one from scratch are 2 different things entirely. Sent from my iPhone using Tapatalk

I get that as well, but just on the load meter, which shows the amperage draw when they fire. The regulated voltage is quite stable but the amps go up and down. Turning them off amperage is steady. Shielding should only affect noise, which I have none. I have nothing in the panel though that is effected other than the amp fluctuations shown on the load meter. In my case, I re-used the original shielded wing wire for the wing lights but had to pull a new unshielded sync wire. For the tail I pulled new shielded wires since that was a strobe only before and I would have had to pull more than 1 wire.

That's strictly a personal choice. Obviously if your crystal ball tells you won't have any claims your first year you could take the one hundred savings now, or possibly be out a $1K more if that terrible gear up happens or even hitting a pot hole hole dip with the prop. Roll the dice and decide what you think is best for you. But I wouldn't put that much emphasis on the dual requirements since you intend to work on your instrument rating asap.