kortopates

I am not sure what to make of the grainy video but the descent looks much too steep be a controlled glide or flight. But the wings do look level as it comes in very steeply. But angle looks stalled or the pilot attempting to recover from one. Also can't really tell either but the video looks like one prop is turning slowly but that could be the shutter effect. Guess we'll be waiting on the prelim to even know what kind of accident this was. But this was not a under powered light twin but C310Q with TSIO-520's. Coming down only 1 1/2 miles from the airport with possibly both engines out makes you wonder if it was a fueling issue i.e. Jet A. But we also see a prop on the roof shows signs of damage suggesting it was under power. I also heard the plane originally taxied out intending to do a IFR to VFR on top departure and then decided against it and taxied back to the ramp before the accident departure. Many are speculating that one of the badly burned woman that was ejected into the house was also the pilot. You'd expect a rear pax would be much more likely to be ejected. Plus the Fire chief Moore on the scene said the "pilot did not appear to be among the survivors". If the pilot was the registered owner, he was an electrical engineer in San Jose and ATP rated ASEL, commercial AMEL and a CFI-II. Very sad accident.

Very simple and popular tools out there for plotting visited states, provinces and countries. I think this is the one I used: https://www.epgsoft.com/VisitedStatesMap/ There are others out there too. I've seen people use flags too for countries too, but I would only recognize a handful- or less myself. For myself, I've only plotted places I've flown my Mooney too - that was kinda the point.

Jon, I really appreciate the offer and would take you up on that but I already have a prior engagement next Saturday. I wish I could join you and the rest of the group. Thanks! Sent from my iPhone using Tapatalk

Lol's on color, and we've seen plenty of new acquisition's go straight to the paint shop after purchase. New colors is one of the easiest mods you can make. It's only $ Sent from my iPhone using Tapatalk

You haven't given us any idea what the damage is limited too. Is it only sudden prop stoppage damage without any air-frame damage, or the more common prop strike due to a gear up landing? Damage can vary widely too depending on the cause.

Not selfish at all, What makes these events worthwhile is the pilots that shows up. The more the better, so its best for everyone to move the date so a much larger group can attend; except if your one of those that can't make the new date.

I get why its appealing, but the G2 is so limited probe wise with just EGT, CHT and FF. Soon as you learn how to use it and begin to realize its diagnostic potential you'll be very disappointed when you can't add RPM, MAP, OT and OP to realize its true diagnostic capabilities and really watch after your engine. I'd vote G3 if you have to stick to the tiny 2.25" but an EDM 830 in landscape mode might fit well on the left where you have that open space. But of course if you could go with Q3 or EDM-900 with the accompanying probes you could really clean up your panel.

At least that induction leak was easy to find! LOLs - It sucks to loose a cylinder when you only have 4, glad you were headed down on approach Sent from my iPhone using Tapatalk

Down south here in the Banana Belt it's been IFR in places all day due to visibility with MVFR ceilings and light rain. Now it's much improved with scattered to broken but VFR only birds didn't go anywhere here this morning. I didn't check but it looked like the tops were pretty low - less than 10k. But I am sure someone here can actually say. Sent from my iPhone using Tapatalk

Don't worry, that is not FEVA, but it is a loose connection or failing probe. As Clarence already said, dump the Aerospace unit and add EGT probes and add FF to your G2. Without download capability your wasting your time and $ on the other one. Sent from my iPhone using Tapatalk

That brings back memories for me as well. What a hoot Ketchikan is! After a long 3hr flight up from WA at FL210 (or thereabouts) to keep us in the clear above icing below, seeing only the high peaks that penetrated the clouds to our east, we descended for the GPS 11 approach into Ketchikan. Lined up on a long final I couldn't believe my eyes how much I was crabbed into a very strong cross wind to keep the CDI centered on the HSI. The WCA was among the largest I have ever experienced. When we descended enough to be visual, my wife all of a sudden could see the tremendous crab angle since the nose of the Mooney pointed straight into the peak of 2500'+ mountain alongside the runway. She was pissed at me, till I got her to look at TRK vs DTK and centered CDI on the GNS GPS showing her I was tracking centerline quite well and that was all x-wind crab. She really already knew that but just wasn't expecting to see the nose pointed straight into a mountain. We both remained on edge though expecting we would hit a strong turbulent downdraft near short final as the wind came down the mountain to runway. Plus we sure didn't relish the thought of going missed with a climb that required a steeper rate than standard; especially after such a long flight. So we were both thrilled when the strong x-wind vanished entirely on short final as the terrain blocked it; it actually had shifted to almost all a headwind component. After parking, we were again very thankful we didn't have to it wait for customs since we came in from WA vs BC and could head straight to the restroom. Customs is slow around there since they have to take the ferry across to the airport.

Thank you very much Steven. Your approved Mooney 337 really helps!

Neither, Experimental for research and development purposes. Shouldn't be a problem either since I doubt an F model could possibly hold enough fuel to allow those 36 cylinders to come up to full power long enough to get airborne.

I am not sure why but my guess would be it may not display til the airframe time has not been set in Program Mode. All of these are non-primary and settable from Program Mode. These parameters are on page 45 of the PG. Perhaps if you review them in Program mode and set if needed they will then display. I have not yet seen anything yet that enables/disables them.

If you are asking about how to get to that screen, Holding the LF and DIM button together should display the screen I showed. Its shown on the 9xx series Pilot Guide on page 22.

Thanks for the tip Kelly. Another pilot also commented how powerful that feature is. It enabled him to fly to the threshold in 0/0 conditions - he has apparently put it to the test. I was going to hold out for awhile till after install, but the recent Garmin rebate of $3K with the synthetic vision had me immediately adding it during the install. I am very much looking forward to getting more familiar with it soonest.

Good point and in truth its even more complicated than that since with every annual inspection we need to report both Total Time in Service as well as Total Time in Service Since Major Overhaul. For most of us flying an older aircraft, the aircraft hour meter will only be good for air frame total time in service and we'll be doing arithmetic for both engine times. (Add in consideration for the prop as yet another life limited appliance we need to track total time in service independently) Bob is very correct, plus these modern engine analyzers give us much more flexibility. I can't say for all of them, but I really appreciate how the EDM-9xx series does this for us. It gives the means to accumulate airframe time separately from engine tach time and it will also tell us the individual flight time. What is nice about the EDM-9xx series is that provides an excellent alternative for tracking engine maintenance time in service since doesn't begin to record tach time under 1000 rpm and then it uses a programmable set "Average Crusie RPM", with a default of 2400 rpm, which is what RPM is used to record 1:1 tach time. For most favorable tracking, you could use a setting of 100% of redline, but traditionally these have been ~2456rpm in the OEM Mooney hour meter.

I am using the EDM-900 with the CIES using their frequency output.

Actually, I was just referring to the use of the Flight Director in the KFC150, (which is the same in the KFC200 and KFC225). I really wan't distinguishing between different types, But I believe its the same single cue style you are referring to since you need to manual fly the orange delta wing "aircraft" to the V-bar to align the top of the orange delta wing flush with the bottom edge of the V-bar. Mine has been ripped out now and replaced with the G500 with GAD-43E interface to my KFC-150. But its sill in shop till we get fuel tanks calibrated with the CIES senders for the EDM-900 - but very close to finally being done.

What happens is the rod from the sampling cup nicks the o-ring around the piston as it's used to push the piston up. Once nicked, you have a leak and many of have found themselves grounded till they replace that small o-ring in the gascolator. You might get away with it a 100 times without damaging the o-ring and then when you have an important departure time to meet end up grounding yourself nicking the o-ring. I live in CA were we have the most stringent rules but I continue to drain the gascolator the first flight of the day and sump the tanks before every flight - regardless whether or not I take on gas. I am just not going to be that pilot that took off and missed the last chance to catch an issue with his fuel whether it be water or contamination from vandalism. It take all of a couple minutes and enables me to be checking the security of the gear, brakes and landing gear doors etc. while I do it. Yes the chances are very slim, but the consequences are to severe IMO to pass up the final opportunity to prevent a power loss on departure.

I assume your calling it a "hobbs" meter because its an independently mounted meter just like a Hobbs meter. If its mentioned in your POH, you'll find "Hour Meter", and if so it likely only simply says that it reads elapsed time the engine is running. Which is only partially true. If you pull out the service manual schematic I'll bet you'll find its wired off your electrical tachometer, regardless of where your Hour meter is (baggage area or on the right of the center console). But perhaps you have already compared its tracking of engine time over flights and found it reads about on average 0.2 less that actual elapsed time of the engine running, which would confirm its electrically running off your tachometer?

Bummer on all the metal - that's alot and no wonder your governor was shot.

Exactly, once you start disassembling its highly unlikley it will go back together until its been repaired. So best to choose wisely now. Where you are at may be fine, but best to make that choice now rather than have no choice after its opened up.

That's surprising with an average of about 80hr a year. Hopefully the cam is fine and you don't need to overhaul, but if you did, you might be interested in cerminil/nickel cylinders to keep the corrosion out of the cylinders - but I don't think they are available on the Lyc angle valve cylinders, at least not from Superior.

Hopefully I'll have an approved 337 form before long in which case I'll be happy to share with you. My new panel install has been dragging on for a long long time.