kortopates

Yes, ATC if you are talking to them, or FSS. I doubt many ever use FSS to give a PIREP unless they are contacting them for weather updates etc. But just like before except flight watch is no longer an option.

You can't energize the starter without the master on. Remember the battery is not just for starting. The battery is un-airworthy when its charge capacity has dropped below 50% of its rated capacity. That's much more juice than using the starter.

It is foolish to jump a dead battery and then take off with a dead battery. The trick is to notice the battery is already too weak to even use the starter, then get an APU to start up. But then don't takeoff until you see the charging rate drop back off to near normal charging rates after waiting several minutes of letting it charge battery and you're seeing that the battery is taking the charge. Personally I'll only even do this when I am in the middle of no where and I just want to get home. This is much harder on both the alternator and the battery than just putting a conventional charger on the battery so if all possible just seek services on the field and spend the night if needed while you get a proper charge. Especially never attempt to take off with a weak battery when you know you'll be flying in the dark. Its a set up to burn out a alternator that is also getting weak leading to dead battery in the air very quickly.

But lets not confuse a Lycoming Hot start procedure with a Continental hot start; a lot of similarities but very different systems. Frankly the Continental is much easier.

yep, the pitot tube itself has a drain, and the pitot line has the push button drain below the wing root. While the separate static line drain is below the battery. Older vintage Mooney's may only have the static line drain or none, but I believe their is a Mooney Service instruction and kits for adding them to older Mooney's. I have yet to ever service my drain 0-rings. Maybe I should. Similar story to Kelly's. My wife was flying, I was right seat, we were IMC at night. She says Honey, we're loosing airspeed. I start looking at the instruments, all indications where we were in level flight but airspeed was decaying rapidly. So I say, tell them (ATC) "we're going down!". Famous last words, but luckily she realized exactly what that sounded like as I said and didn't. By then my scan had widened to the GPS and I felt like a moron and said flip on the pitot heat. Two seconds later we had our IAS properly indicating again and laughed about it for the rest of the flight. This was all over the course of about 10-15 sec. But now it comes on when going IMC, since its too easy to forget as you pass into or above the freezing level.

For Lance, I recommend running the Savvy Test profile. It is probably a spark plug or ignition issue causing roughness, but if you do both you'll have all the data needed to be sure. But first I'd look for an erratic plug or excessive rise in the LOP mag check. Sent from my iPhone using Tapatalk

Hugo, a 50F EGT spread is normal. We usually don't worry about the size of EGT spread until it's greater than 150. We'll see even larger spreads in carbureted engines. What is much more important is the tightness of the gami spread as Anthony mentions above. In other words we don't really care about absolute EGT values, what we care about is how close each of the cylinders reaches peak EGT at a given GPH. So if you were to run at approx 65% power, but no higher, and leaned till your cylinder Peaked in EGT, (this is your leanest), and say you measured that it peaked right at 10.0 GPH, then you continue to lean as each cylinder peaked EGT, till your last cyl peaked (your richest) and let's say it peaked at 9.5 GPH. This would indicate a spread of 0.5 GPH, which is exactly what you need for smooth LOP operations. If it is worse than 0.5 GPH then yes, now we want to work to improve it. But if within 0.5 that is fine. So it's not the temperatures that they peak at that we care, but how close to the same Fuel Flow that they peak. The other thing critical to smooth LOP ops is a healthy ignition. To evaluate that, we perform a LOP Mag check in the air at approx 50F LOP and evaluate the down loaded data. If we see missing or a weak spark plug(s), we need to address the ignition system to to be able to run smoothly LOP. This is often the first thing to go when an engine stops running smoothly LOP. For more details on how to measure your GAMI and the LOP test, I suggest opening up free account on SavvyAnalysis.com and uploading your engine data. The site has built in tools to make this easy, and tutorials on how to read your data. Or you can hire us on Savvy for professional analysis. But under "resources" you'll find step by step instructions on how to run the Savvy Test profile that does this. And go at it. But first I recommend setting you analyzer's sampling rate to 1 sec or it's fastest rate. The default of 6 sec for some is too slow. Sent from my iPhone using Tapatalk

Being a New Zealand M20C I don't think we'll know for sure. So take your pick, either the Johnson came loose from a worn catch (less likely IMO) or the gear pre-load setting was below spec which is my guess from the amount of nose wheel movement in the grass. Just maybe if the pilot had the elevator all the way back it might have been avoided, but seeing the amount of excessive amount of nose movement early on while slow I kinda doubt it and think the nose pre-load was just too loose and once it gave it brought the connected mains up right with it.

Personally I prefer BJC when visiting the Boulder area for their facilities for transients, plus I often get a rental car. But a late afternoon arrival is a non-starter IMO - the worst possible time. You'd have more luck getting in just before sunset after the buildup's have dissipated and things calm back down but a morning arrival would be much better; especially if you don't have much experience in the area.

For me, a basic annual is one that accomplishes the Mooney 100hr/Annual Checklist: http://www.mooney.com/en/pdf/100_Hour_Annual2007.pdf

Its unfortunate its got a big pot hole like that. They often resurface the runway every few years just about this time. Maybe they are planning to improve it very soon.

I do believe I understand the perspective of others, such as Godfather expressed for example that he felt "the used c, e & f market is just as important to GA as the new Mooney and Cirrus aircraft". The used vintage market is the entry point most newly minted pilots that want to own an efficient sleek sporty aircarft. But thanks to non-profit flying clubs that allow pilots to rent good aircraft at very competitive rates, the older J, K, M, R, S also provide entry to ownership to a lot of pilots that postponed ownership. I was one of those pilots who waited to enter aircraft ownership till I picked up my IR and had experience in different kinds of makes and models before deciding what I really wanted to own and acquired a K model. So i'd argue there is really no segment of the used aircraft market that is more important than any other, plus for any entry level buyer acquiring a vintage Moomey, there is the seller that is often moving up to a newer used Mooney. So to me,its the entire used market that is critical to GA.

Hugo, You got a lot of good advice in this thread, both about EGTs as well as the spot on advice by Kmyfm20's to check you max takeoff FF from as near sea level as you can. That is the first thing to check if you think your EGTs are high, as in excessively lean. But you never responded after you started the thread - instead you started another thread with a more general question? Lots of people willing to help here if you're willing to participate. FWIW, I can tell you are a very experienced pilot but without an exchange I don't know where to begin....

Agree about the calibration process being onerous. Plus it doesn't give me confidence it would retain its calibration. But a unheated probe is a non-starter for me. Sent from my iPhone using Tapatalk

That's a wide open question - are you asking for your Ovation in the Bravo forum? What issue or concern do you have? Sent from my iPhone using Tapatalk

No wonder! Do you think it would have made any difference if they had the correct device for the gear horn - a pulsating alert rather than the continuous stall alert? Probably not!

The key thing is that if you go for the GTX-345 it will replace your GDL-39 and also provide ADHRS backup to your iPad. You would never have to be concerned with the battery of GDL-39 going dead. Then you just call on the GDL-39 as your last resort electrical failure backup; or even sell it to recoup some of the cost of the 345.

I got you covered, Hows this one? She's as a good a pilot as she looks too Soaring's talent is young and very competent.

Mooney is anything but weak. But stopping the M10 after it was supposedly so close to certification is really scary. One the most recent milestones was a tentative agreement between the FAA and CAAC in China to provide joint FAA & CAAC manufacturing approval in China for it. As important as the M10 was to China it saddens me to see it stop as it must be for the 60-80 engineers that have been working so hard the last few years in Chino to get the plane certified. But I see no point in speculating on what we don't know. Soon enough we'll hear about details about the change in direction, which supposedly is for a bigger design. Meanwhile Soaring (Mooney in China) is co-hosting the annual airshow at Zhengzhou along with an airline at their Zhengzhou factory. Here are some shots as they prepare for the show opening on 27th. Their are many aviation businesses and aerobatic shows from around the world participating, but I am just including some Mooney specific photo's and short promotional video; and especially their two pilots I worked with there, Sonny and Sally IMG_3757.mp4 IMG_3758.mp4 BTW, there are few more photo's in my album if anyone is interested to see more.