kortopates

Apparently 1 inch Sent from my iPhone using Tapatalk

I’ve heard of pilots putting the gear down after the gear up landing. Doesn’t really help with the FAA nor the insurance company. Sent from my iPhone using Tapatalk

Pre-Lim report says piloted by a “private pilot”, was there a reference to a student pilot? Report also says a teaspoon of water was found in the carburetor bowl. Sent from my iPhone using Tapatalk

I can't tell which Mooney model. But most modern models have them above the co-pilot knees under the the panel. Check for near battery voltage at the field wire on the back of the alternator with battery master and alternator switches on. Sent from my iPhone using Tapatalk

That's easy, Top Gun is a very respected MSC very close at Stockton. Go there unless they've been maintaining it for the previous owner since a fresh pair of eyes is always a good idea. Sent from my iPhone using Tapatalk

Concur that 99% is fine, since it will get ridiculously expensive beyond that. But the concern would be what is the remaining 1% in case its harmful. ISO-HEET is 99& alcohol and 1% proprietary. The 1% proprietary part is a bit scary if its not compatible with our fuel system. But whatever it may be, its pretty diluted in a fuel tank. Yet its pretty expensive compared to 99% isoproyl alcohol; just package conveniently which can make it worth while to many.

Foremost, because I am not an expert on the sealant, the prohibition on Prist pertains to the current production aircraft - so its just as applicable to modern sealant. My limited understanding is that the non-modern sealant is the dating back to the vintage Mooney's. I believe all the mid-body's such as our K's since the 80's were sealed with "modern" sealant or material which is equivalent to todays but I can't factually say, except that is also about when the prohibition on Prist began by the factory as far as I know and continues in today's production aircraft. I personally have never used it, and I've only very seldom used IPA, but I am also anal about keeping the cap o-rings in good shape and use the more modern longer lasting material. But I know I have gotten a little water into the fuel system every time I remove the caps when they are soaked despite trying to mop up the water first with a towel. But I have never experienced the condensation issue flying in the flight levels for past 15+ years either. But through Savvy I see a lot of fuel contamination issues, so I am certainly not implying aircraft shouldn't need it. Many clearly do on occasion, especially since our fuel system is particularly vulnerable to it, but luckily I have managed to avoid any.

The retrofit drawing (with instructions) is available from Mooney for probably about $40-50. Don't know about this one, but all the ones I have are big fold outs making them hard to repro. They can be ordered from any MSC.

Just remember Prist is prohibited from being used in our Mooney's; its not compatible with our sealant. (I don't know about bladders compatibility). I would only use it in an emergency and after very carefully diluting with avgas before adding it to the fuel tank. Its probably safe enough after diluting it if you really needed it and it was the only thing available. Only isopropyl Alcohol is approved.

Last I saw, there were only 32 LDA approaches left, contrasted to 3900 LPV and many more GPS approaches. The KVUO LDA approach is special case though since most LDA's are in the database, but since this one uses the PDX localizer for 10L they can't also use the same facility with a different airport such as VUO. Ironically though both approaches of course have to use the same final approach course (since its localizer/LDA) and VUO approach waypoints are in common with the PDU 10L procedure except for the last 2 waypoints (min's and map). But I agree with you that we can still tune in the localizer, and although we don't have DME, we can load the waypoints in the GPS flightplan (since they are GPS waypoints) and use these solely to identify the waypoints in lieu of DME and still fly the approach legally based on the localizer. I can't say with 100% certainty this is legal, as I would want to do some more research on this if I was local. But since we don't need a database procedure to fly a Localizer or LDA approach, it seems we only need a means of identifying the 4 fixes to fly it without DME. After all we could also fly it legally with our second radio set to BTG and watching the crossing of the identified radials, but I'd prefer the GPS waypoints. Have you considered this? And the trump card on using the GTN is that you can still load the VUO LDA-A approach plate and see your geo-referenced position for the enhanced situational awareness. Thanks for sharing this rather unique LDA approach, its an interesting one!

My thought on why a slower cheaper taildragger plane would never replace a Mooney. I assume most of us like myself acquired a Mooney to travel. What make travel so practical in the Mooney is that they go fast and of course the ultimate travelling machine are high performance, preferably turbo, to top weather and have high tech avionics and redundant systems to be reliable IFR platforms in addition to being fun to fly long cross countries in. On the other hand the cheaper taildragger appeals to the pilot that wants to go low and slow and enjoy the scenery. But doing a long cross country in such a plane becomes very impractical for more reason than just the typical limited range. It only takes some head wind to greatly increase your enroute time to the point you'll postpone. Plus the long cruise times required and need for good VFR weather will dramatically curtail its utility. It's back to only being practical for those that enjoy that kind of flying. And that's really why a few pilots I know own both a cross country plane and a tail dragger to enjoy both types of flying. But I don't know of anyone that flies a small tail dragger as a traveling bird. But no question a small tail dragger can be much more economical to operate. But I expect trading down so to speak will come with giving up the long cross countries for enjoyment of low and slow local flying. That sure beats giving up flying.

Who said retiring includes slowing down?!? I retired early from my career about 4.5 years ago. I am still below retirement age. But doing so enabled me to pursue my love of aviation full time and am surely not bored. Nor do I have lots of free time between all my aviation pursuits of instructing, working with SavvyAviation, a FAASTeam lead rep who co-leads a local IMC Club chapt and a adjunct very part-time college professor teaching - you guessed it aviation. The difference is I get to chose what I do with my time. But I only make peanuts compared to my career job, but I enjoy every minute of what I do now and don't have the stresses that came from working in the tech industry and perpetually struggling to maintain budget and schedule. Very saddened to read about those that feel they need to drop out of plane ownership at retirement. The retirement years are the best time to take advantage of the Mooney and enjoy it while we still have our health to do so. I know its harder for those that aren't as lucky as myself with a spouse that enjoys aviation as I do. I have one friend that promised his wife, whom won't fly with him and feels its a waste of $, that he'll retire from flying entirely at age 70 - that's sad because he'son his last year if he can't re-negotiate that deadline. I hope none of you are in that position!

Smile.amazon.com doesn't automatically go to the Mooney Summit. One has to select which charity to give too among literally hundreds. For details go to the FAQ at: https://smile.amazon.com/gp/chpf/about/ref=smi_aas_redirect?ie=UTF8&ref_=smi_se_ft_abt_saas

Interesting, thanks for sharing. Have you talked to Scott at CIES to see if his senders do the averaging or if it's done by your Aerospace logic fuel gauge and if the averaging period is a minute?

I agree and every hangar rental/lease agreement I have seen has had language prohibiting such substances - some even get extreme prohibiting compressed gas, battery's etc. But I assume violating such an agreement would add significantly to ones liability exposure when something like this happens.

I also recommend CrownAir in San Diego. Especially if you are turning it into annual. As a MSC they've been working on Mooney's probably longer than anyone still there. Suggest you ask to have Bill perform the inspection, since he is the remaining Mooney guru. Dave is the manager that you would talk to over the phone. If you do convert the PPI into an annual at the owners expense, it could pose an interesting challenge since the owner is still legally responsible to whomever is doing the work for any decisions, not you until you own it. Just something to consider.

Unless your POH limitation are given in both C and F, they shouldn't be giving you a choice. But everyone uses F in the US. (Mooney does provide different markings for export with a different POH) That said, I do work with all units at SavvyAviation because we have clients all over the world. It's a bit of a hassle since all specs originated in the US in F and Gallons (and pounds). But the one exception is OAT where most of us prefer C since it's the temp relative to freezing that we care about. Plus chance of icing is better represented in C. JPI makes it easy to use whatever you want for OAT without effecting EGT/CHT/TIT Etc Sent from my iPhone using Tapatalk

I tried them out at autorouter.aero I think they did a great job, but wish they stuck to standard symbology (which I assume is ICAO blessed) rather than re-invent. But getting past that, I found the lack of database support much more lacking that what the article suggested, such as any ICAO airport identifiers should work. I had hard time finding any airport identifiers it would take till I just stuck to the biggest airports. I started with KSEE to KMMH and ended up having to use KSAN KLAX KRNO to come close and gave up using on any waypoints. Hope they supplement their aviation database to make it more useful. Thanks for sharing.

I use mutt muffs. The dig typically dislodges them before departure. So after takeoff we re-adjust them and they usually remain undisturbed for the rest of the flight. My first lab made it pretty clear he didn't like the engine noise so we tried various things till mutt muffs came out and these make it easy. Sent from my iPhone using Tapatalk

Before you try to collect data on the JPI, update the default data sampling rate from once every 6 sec to its fastest rate which is every 1 or 2 sec. Hold both buttons down to go into programming mode and then use the Step key to step to the data sampling rate. Once every 6 sec won't provide much detail. If the older EDM 700 unit hasn't been upgraded to have USB memory interface you'll have to find a serial cable and PC with a serial port which is impossible these days so perhaps a serial to USB converter - I do know if those are available so not sure how you'll get the data downloaded. But if you can get the data, create a free account on SavvyAviation.com to upload and analyze the data. It has very easy to use tools which are easier to work with than JPI's Eztrend s/w plus you can share the data with your A&P or anyone. If you do the test flight, be sure not to reduce power after first leveling off - wait a minute or two first, so you can separate the leveling off event from the power reduction event. Hopefully your analyzer has FF in addition to EGT & CHT and preferably MAP and RPM as well or you'll want to upgrade the unit soonest. If you think there was any chance it had water in the fuel or is parked outside and the cap o-rings show cracking, you should probably just add some dry isopropyl alcohol now to dissolve any trapped water and eliminate it from the possibilities. its an approved additive for this purpose and can only help.

The GTN Default Nav page provides critical or important info you won't get on any other page; specifically the details about the current approach leg. For example on a missed approach, the first segment may be a heading only to intercept a radial. (Older GNS navigators didn't even have heading only segments). So IMO, I use another device to display a MAP and traffic - such as the GTN750 or an ipad or the MFD on the G500 etc. When not monitoring changes in flight plan segments, i find the TRK and DTK critical information and keep them in my scan. G5 is tapped out real estate wise so I really doubt it, plus it doesn't have the ports to get that info. What it does is incredible for the $, but its never going to replace the functionality of true glass panel display like the Aspen or G500. I am working with with one instrument student now that has a pair of G5's coupled to the GNS430W and the G5's are an awesome improvement over the gyro attitude and HSI that they replaced. Its important though to have a magnetometer for the HSI unit though. At the pricepoint the G5's sell for, I think they'll compete very well with the current Aspens. A pair of G5's don't do nearly as much as a single Aspen but then a loss of airdata won't fail them entirely like the Aspen. Similarly, I can't see Garmin building much more into the G5's if they want to keep their G500 line viable. My personal advice would be to put an iPad mini on the yoke for your map display with traffic as well as the approach plate when needed. if you have the FS510 as well, you're well set up to integrate the iPad and GTN. If yours is on the right side, it doesn't sound very easy to manipulate when desired - but maybe its just a dedicated map page overlayed with traffic and weather.

Jolie [mention=6913]Mooneygirl[/mention] has that one covered. Sent from my iPhone using Tapatalk

Personally, I don't leave it in map mode. I much prefer the data on the Default Nav page. That's the way to navigate and fly approaches IMO. Use an iPad or something else for the big picture moving map. Sent from my iPhone using Tapatalk

Sounds like liability concerns are taking over if they are limiting people to 85% saturation. Sent from my iPhone using Tapatalk

You can bring your own pulse oximeter with you to the chamber as I did just to make sure. But some do and some don't have one to use in the chamber. TUC values vary so widely they are pretty useless except for giving you an expected trend. The tables give 3-6min at 25000'. I didn't see anyone not make it past 3min, most everyone made 6min. Perhaps the oldest guy went 8.5 min. The first to go back on O2 were actually the younger pilots. Only the older guys went over 6 min. Which jives with what high altitude climbing community has been documenting for years that middle aged climbers do far better at altitude than 18 year olds - although I have yet to see anyone in there teens or even young 20's in the chamber. But the value of the chamber ride IMO is not merely to see how long you can function as your O2 is dropping but for us to see and recognize our own personal symptoms (hear rate, vision, tingles in the fingers etc) and learn about our reduced cognitive abilities as O2 saturation steadily declines. Yeah, it'll probably kill a few brain cells but the knowledge gained is worth it. surprisingly although many people recognize these symptoms, far too many don't - and maybe someone in the later category should refrain from flying alone in the flight levels. Two people on board and another source of O2 is the strongest defense IMO. Sent from my iPhone using Tapatalk