kortopates

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!

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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

Hah Hah! But seriously, if you or anyone attempts or has attempted to pass an IFR checkride with your DPE without a working installed clock of some kind please do tell us about the results either way. I have one student that I think wants to try it with a non-working panel clock and a velcro'd stop watch.

See Limitations Section Page 2-6 in the O2 POH, your IO-550 has the same constraints as the Turbo Continentals allowing up to 3% IPA giving all the Continentals the same limit at 3%; leaving only the Lycoming engines with the 1% limit (which of course is plenty). But all Mooney's prohibit Prist/EGME because of our fuel system.

See the Limitations section. Sent from my iPhone using Tapatalk

Too funny, I know John very well, he is in the same hangar complex as I am and he's a fellow A&P/IA & CFI-II. The GTN won't cut it since you can't keep clock info up while you use the box for anything else. The GTX345 almost does the job because it has the timer functions that you can use for holds etc and keep visible the entire time but it still doesn't do the job because it doesn't include actual clock time for clearances like "...Expect further clearance at 22:10Z, time now 22:02Z"..... But better options IMO are a panel clock that include other functions. Such as my Guardian Co monitor/clock with other functions. But other glass panel options such as the G500 / G1000 all have clock and timer functions that can be made visible on the PFD to satisfy the requirements.

Sounds like ignition system is working - but truth is with only one EGT sensor you can't tell if you had a plug missing on both mags giving similar like drop so I would pull and check plugs to eliminate the simple stuff. But your symptoms make me suspicious of your carb with a possibly leaking seal or gasket.

For the normally aspirated Lyc IO-360's Mooney POHs, such as the J model, Limitations section allows 1% isopropyl alcohol and they also specifically prohibit other things such as EGME or Prist because of concerns for fuel system compatibility. Although you'll hear arguments to the effect that as long as its well diluted/mixed when adding it, it should be okay. But I would avoid it as long as isopropyl alcohol is readily available and just use it carefully when its your only option. But on Continental Turbo charged Mooney's K's through Acclaim, Mooney POH's allow up to 3% which is a huge amount. I did hear from someone that actually used 3% all winter and reported it very quickly wore out the seals in the fuel pump which was expensive so would really advise against using more than really necessary.

It should still run just fine on a current Windows system, you just need to set up the "compatibility Settings". I don't know what your running now, but for example if you are running Windows 10, you can set the required compatibility settings by right clicking the executable shortcut on the desktop (or anywhere) and clicking "troubleshoot compatibility". This will run an automated utility that will do it for you or you can just tell it to set it up to run as if it was on Windows XP Service Pack 2 which should do it. But sometimes you may also have to play with the graphics settings too. But regardless, if your comfortable using the utility, you should be able to set it up to run just fine. Its never failed me and I've used it on every version of Windows, it just gets easier to use with every new version but has been available on every version since at least XP.

Not unusual for Continental cylinders. But compression is only part of the story in that borescope results are more important. But expecting Lycoming like compressions with Continental cylinders would have you needlessly replacing cylinders. As for a minimum compression it's what ever the master orifice leaks that day which is usually in the low 40's/80. Sent from my iPhone using Tapatalk

The vacuum system extends the speed brakes against the spring. The spring retracts them back in. If you have the Standby electric Vacuum System, you can test them on the ground in your hangar without starting the engine. The cables that go through a bicycle like sheath can also become a problem when the sheath becomes cracked and brittle. When that happens the cable & cable conduits need replacing. You can examine the cables conduits from under the wheel wells. If their extending okay then the vacuum canister is working fine which is below the rear seat. Its not normal for them to hang on retraction so you'll have to figure out the cause and address it. The vacuum should be in the green range when you have sufficient RPM, idle is not necessarily enough, but 1700 should be fine. Speed brakes should never be deployed in IMC at or near icing, so personally I just avoid their use on approaches 100% of the time to avoid bad habits. If they ice up they're not coming back down till above freezing temps again.

How much IFR utility will you have left when your IFR flying is limited to below 10K? Even VFR, you won't be able to fly over Hatfield class B if I understood that's what your doing now. That's all way too restrictive out west; especially when all you need is to adsb out. Sent from my iPhone using Tapatalk

Insurance companies will generally always insure an aircraft for the selling price. If its above 200% of market price for the model they'll likely ask for an appraisal. It's much easier to get higher valued planes insured at time of sale then it is after upgrades as an owner. Sent from my iPhone using Tapatalk