kortopates

I picked an IFR routing that kept me over land as much as possible and within gliding distance most of the time. The only change to my routing was my initial routing out of Fort Pierce which was not substantive. I was in radar contact virtually the entire time talking to Miami Center, except when I was abeam Nassau and then talking to Nassau Approach, until I passed Nassau headed for Long Island/Stella Maris on my last trip down. So I was only out of IFR radar for a short time closed my IFR with the runway in sight with Miami and got my pre-filed IFR with Miami right after departing Stella Maris upon getting to 6-7K' - not very high. But stay high enough to maintain radar contact. Going VFR you can go however you want, certainly no need to go direct, unless you want too. Controllers aren't legally able vector VFR traffic, only suggest headings. I also highly recommend the PLB, plus especially with pax, I wouldn't pass up the opportunity to rent a raft at KFPR before heading out. Call ahead to reserve it, they make it easy to rent one and very reasonable. You should be able to find a PLB locally in St Louis.

If you have a nice paint job don't feel obligated to follow their instructions to the "T". I place mine directly below right side elevator just forward and adjacent to the rudder-empenage fiaring. That way I can simply point to it as we congregate at the baggage door exiting the aircraft. Only one CBP inspector has even commented about over 15 years ago, and that was in the days before eAPIS. eAPIS has the sticker/decal number on it, so I am not sure why we even need a visible decal on the plane in the post eAPIS era anyway. Put it were you want, just make it easy for him to see it. To me bending over isn't hard either

Glad you came out ok and you did the right thing by going ROP to lessen the power imbalance between the opposing cylinders. If you'd like share data in a meaningful way I suggest you upload it to SavvyAnalysis.com and share it. If you don't already have one, an account is free and you have multiple levels that you can share your data such as an individual flight like this. Perhaps the best method you can use to see these issues as soon as possible is to set your monitor in Normalize mode right after set up for cruise power. That way you'll immediately notice any divergence in EGT before it becomes real obvious. If you had a sticky valve that would show a cold EGT at startup which actually sounds unlikely here. Wobbly and sticky valves are one of the areas few pilots and maintainers are pro-active about. I suggest you read up on Lycoming SI 1425A and SB 388C.

I read the same thing in the press and I only know of the some of the details of the recent engine out landing accident on the golf course. He did an excellent job of dealing with the engine out off field landing with only injuries to himself and plane in very high density area. The second, described only as incident, and if true that "Ford was forced to make an emergency landing" that was also an excellent outcome since "He and his passenger weren't hurt". In the third, I know nothing, but as a CFI I know its my utmost #1 responsibility to provide a safe environment for learning, so without further evidence to the contrary that accident/incident would go on his CFI's shoulder - not his. No one likes to see engine out accidents/incidents, but the FAA is not going to fault the pilot that gets the plane down without hurting innocents unless the pilot caused the engine out. Again, I surely don't have all the details on these, but it seems very rash to criticize him for probably doing far better than the average pilot in such situations. Of course one could say luckier than average too; but clearly made his own luck when he headed for the golf course in the first one.

I have to admit my wife, also a pilot, saved me once from landing on a taxiway as I lined for it rather than the adjacent runway at MMH long ago. I wonder if he set up incorrectly as I did and then the sight of the jet and evading it is actually what distracted him from ever recognizing it wasn't the runway as he got real close. Perhaps so fixated on not hitting the jet, it distracted him from not recognizing the taxiway and runway for what they were. How horrible for any pilot to have a incident, especially a pilot deviation, and then be a celebrity so that the whole world hears about it! I am guessing under the new FAA Compliance Philosophy he'll get 10-15 hrs of remedial training - not violated. But I think the "remedial training" he's getting from the press will be way more than enough

Impressive, do you have pressurized mags too. Or any signs of missing when you leaned back for cruise? Sent from my iPhone using Tapatalk

Without looking at the IPC, my recollection is the AN9 bolts are for the two 9/16 bolts that secure the shock link towers to the spindles shown in the picture above. A different Mooney part (maybe the 914007-005?) is the top bolt - but it doesn't have a standard bolt head, it has an oval slotted end for a screw driver, which is what use to hold it as you put on the nuts. I don' see it in Vance's picture above.

Full is at the base of the pipe or fill tube. Above the base of the fill tube is for expansion. But yes you can keep filling above "Full" but you should be at rated capacity at the base. You should empty each tank and actually measure it as many Mooney owners have done since many have found they have less than than rated capacity. One reason for this is if sealant was applied to vent holes in the top of the rib, then the inside bay will not be able to vent the air and won't fill on its own. Before you count on gallons you may or may not have its a good idea to measure your capacity and calibrate your own dip stick for measuring partially filled tanks. It will also ensure you have an accurate weight for any fill level you decide to use. if you have the little fuel gauges on the top of the tank you can also verify their accuracy. They are usually pretty good.

I don't have a clear answer except to say its certainly possible - I think the airport just has to pay whatever it cost to set up with FAA grant money of other $. First, Ron was asking will it get a 3 letter designator, rather than its existing 1 letter+2 number designator. But an airport does not have to have a 3 letter designator to get METARs sent to the FSS. BradP though is right, for weather you need a 4 letter ICAO designation. But that should not be a problem, since that just means adding a K prefix to L52. So all they need to do for weather is unofficially allow Oceano to broadcast weather as "KL52". I used the term un-officially because the airport will not be known as KL52, only L52, but that is exactly how you would find weather for it as is done for plenty of other airports out there now. I have never been through the process of getting airport weather setup like that so I don't know what the process is but they exist so I am assuming it just comes down to funding the effort to make it happen. Mitch, make it so!

Its not just hours but calendar age as well. Of course the younger the engine, meaning it was flown regularly, the better chance it has of going past TBO. I was would have no problem purchasing this, but in pricing it out,I would only value the engine as 1545 of the 1800 TBO. I would give no credit for the top overhaul, nor should you. And I would only value it as 250 hrs before TBO if the calendar time was under 20 years - 12 years is the normal TBO time. But I also would only overhaul on condition, not just time or hours. But to go on condition you needs to seriously monitor the engine. Mike Busch in his book Manifesto outlines the 10 things. You get the book online at Amazon for $3. This question was just asked a recently, and someone posted the 10 things Mike calls for after I mentioned the book. Search for other thread. It may even be the same aircraft since it was also a 231 with 250 hrs from TBO.

I replaced one in 2013 when unfortunately I was a long ways from home and had to go with a overhaul exchange unit like John - for just a bit over $2K for the unit. Although mine is different part I am sure its nearly identical cost. Kelley owns all of them these days. If you can send your own unit in for overhaul you can typically cut the cost down by as much as half; depending. I think I paid 1K to overhaul my own wastegate. MainTurbo is the place to go.

You nailed it as "disconnect". They are labeled as DISC & NORM or ISOLATE and NORM. In the NORM position they provide backup power to the Aspen when need be, in Isolate or DISC the backup system is removed/isolated/disconnected. Here is diagram. I've never used one myself, just seen them in clients aircraft with multi-panel Aspen installations.

Certainly, and better to request the alternate missed approach procedure before accepting the clearance. And if lost comm before being cleared for the approach, pick one you have the equipment to fly.

ah Teejay beat me too it. Iam guess its an EBB-58 Emergency Battery Backup power for your Aspen. What's the prize for Teejay?

I've never seen anything like it either and wonder if its really approved. If you don't get a good answer soon, I'd recommend sending your picture to Continental tech support for their answer - or call them, but they may need the picture too. If its approved they'll have a name and a supplier and maybe service bulletin on its use. Here is their contact info: 800.326.0089 or 251.436.8292 or cmcustomersvc@cmg.aero

Sure, they still work without modification. But since they barely fit through the spark hole to begin with they aren't to mobile once they are in the plug hole. Therefore its best to dremel off the top protective plastic of the wand starting about a 1" above the camera and light. Then cover the exposed wires with heat shrink tubing. After doing so, you'll have much more side to side mobility to help you get better angles when the narrower wand is the plug hole. There are picture of the modification on Beechtalk as well and recommended names of models/suppliers for these.

You're right joegoersch - the approach title doesn't say ILS/DME or LOC/DME. But the approach title only tells us what equipment is required to fly the final approach course and nothing more. So its telling us you can fly final with ILS only or LOC with DME. So we technically don't need DME to fly the ILS. But again that's only specifying the final leg required equipment and does not include equipment requirements to fly transitions nor missed approaches. Any additional equipment that is required for a transition shouldl be noted in the notes section or plan view; except VOR nav is never listed, but ADF or DME will be. Sometimes there is no transition course at all, in which case the plan view will say RADAR REQUIRED since you'll need to be vectored to the ILS. If DME is required for the missed it should be listed in the notes section. Since it's not in this case I'd expect there is either an alternative missed approach that you can ask the controller for or this chart is simply non-conforming. Either way, assuming this is local to you, I'd call the Boston center and verify but I'd bet they have an alternate missed without DME (even though its not plotted for when RUT goes out of service) or can provide vectors.

I'd recommend against wasting your money on the HF tool - we've seen far better borescope tools become available than these requiring the mirror attachment making these a needless risk. The one cited by Marauder above is the best one currently available and a real bargain since it's fully articulating and performs as well as the best borescope out there for 10x the price. It displays on a android cell phone or tablet as Chris noted above but for another $100 you can get their accessory to attach it to an apple IOS device. If you don't have the $150 for the above, then I highly recommend one of the cheap dental scopes available online which are well documented on Beechtalk. These cost only about $30 and like the above come with a USB connector to connect to a PC or android. To perform at the their best they need to be slightly modified with a dremel tool and some heat shrink which only takes minutes. But they take good pictures sideways of the valves - which is what you really need. Also Mike Busch wrote a good article not long ago on just how good the Able scope is - you should be able to google it. The HF type scopes can be helpful for inspecting your tank sealant and occasionally checking in wing inspection holes. Sent from my iPhone using Tapatalk

One thing you can do easily is order the new bolts from Mooney and nuts from them or Spruce (the AN365-918 nuts are certified versions of AN364-524 as you probably already noticed). Then next time you get it up on jacks you can easily replace bolts and nuts after jacking it up just enough to get the required clearance. I had to replace my shock link towers last time I did mine because of corrosion inside at the bottom of the tower. I think they get rain in them on approaches. So like you, I squirted a good dose of LP-3 into the towers and will do that at annuals. Plus Mooney also sells covers for these which are available from LASAR and very inexpensive. Don't know if they apply to the F, but they are good for mid-body's and long-body's. Don't know why, but Mooney made these optional on current production aircraft - so new ones are missing them.

Sorry to hear about your mom and loss of your best friend. We flew with a large 70 lb Labrador, Bailey, for years. No doubt the dog had over a 1000 hrs before he passed a few years ago. Mutt Muffs weren't invented when he started flying but I felt convinced he was telling us he didn't appreciate the noise. So we used knee pads at first and then switched over to the Mutt Muffs when they became available. Of course I can't say with any certainty, but I felt the dog was happier with the muffs on. But after takeoff and climb out, and he would lie down, one of would need to reach back and make sure the the muffs were properly situated for the flight. Once in cruise, they would stay put for the duration. Like others, we use a harness, not just a collar, and a leash we tie to a fixed shoulder belt. Its loose enough he can get up and move a bit on the back seat but to short to allow him to get to the front seat. Labs are especially calm dogs so we've never been concerned about him trying to come forward, but the primary concern has always been him becoming a flying object in an emergency off field landing. In addition to our safety, we sure want him to survive one too and hence the harness rather than just a collar. Our vet recommended a liquid sedative and anti-nausea medication for the first couple of flights. Which we used. But our dog did so well I don't think it was necessary at all. After twio labs we decided we had to go with a rescue next and now have a more Mooney sized 35lbs little girl; is much easier to accommodate weight wise. Layla took to flying right away and we use the same set up with her.

If you want the brightest lights, you'll want HID's rather than LED's, but more $

No speed benefit - the rational for removing it is explained in the first line of the SI as minimal, if any, benefit in MAP increase but requires maintenance.

Not true!! Not for fuel injected engines! Remember what happens after you shut down a heat soaked engines - what happens to the fuel in the lines - where does it bleed into??? This is why its so important to test the p-leads on every shutdown before you get out and push your plane back. So often before we push it back, we move the prop out of the way. When we do, we should always move it backwards to prevent an impulse mag from engaging and thus firing if we should have a bad p-lead that is not grounded. (don't worry about the OWT about hurting your vacuum pump doing that - its a myth.)

That is the most common way our ignition switch will fail. Just some corrosion on a single contact for the Left or Right key position will cause the switch to prevent grounding the p-lead while all other positions function correctly - kinda minimally screwed up :). I have yet to see one that was screwed up in multiple positions at once.

That doesn't make any sense, not doubting you, but I did some quick googling since CO detectors have become required in most every home in CA for a few years now. The real issue seems to be that the law requires that units sold in CA are all listed as approved by the CA Fire Marshall. Thus this one didn't meet the CA requirements and is simply not on the approved list and therefore can't be sold in CA. Don't know why this one isn't approved but there are lots of battery powered options starting at less than $20 at the local HomeDepot. Plus there are other options on Amazon that will ship to CA. Flying high, i take the threat very seriously and use a CO Guardian panel mount unit: https://www.guardianavionics.com/aero-553-panel-digital-display-multi-function-co-detector-tso-certified-aircraft