kortopates

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.

Thanks for the 337's Scott. Hopefully one of the Mooney's that went through this recently will have one too. But if not the Cardinal and Bonanza examples should do the job. Or maybe we'll get lucky and you'll get FAA signature approval in few days!

Yes, the BK are the most desirable and most expensive from the time period they were installed. The Century was the competitor to the BK. But the difference is simple, the KFC has command bars included in the Attitude horizon and usually an electric HSI autoslaved. Whereas the KAP did not and could have a basic DG. If you are unfamiliar, command bars are very helpful hand flying precision approaches because the show you the exact corrections you need to make to stay on course and glideslope. In fact there are many approaches out there that offer lower precision approach minimums when such an aid is used.

How many years are on the engine? Sent from my iPhone using Tapatalk

They were designed in a day before the EPA and when gas was very cheap. But the design hasn't changed either - not yet. Sent from my iPhone using Tapatalk

Since Scott's CIES Fuel senders STC is not yet approved by the FAA, I am hoping another Mooney out there that has submitted/approved field approval 337 is willing to share? Ideally a J or K, but any Mooney is helpful in getting through the process with a previously approved example. Thanks!

The FAA does not recognize the term Total Time so I assume asking about Time in Service for maintenance purposes. Such as in the perspective of the Mooney Hour Meter discussed in the another thread. See FAR 1.1 definitions, Time in service, with respect to maintenance time records, means the time from the moment an aircraft leaves the surface of the earth until it touches it at the next point of landing. Although more expensive aircraft actually have meters that read time in service per the definition above, Tach time is the most common proxy for measuring it. But of course its not truly 1:1 with time you would more accurately measure per the definition with the proper device. But for purposes of recording time in service its very common method. But we're actually counting more than the time intended with a simpler device. But wheels up to wheels down is all that we would actually want to record. Idling and taxing don't count.

Btw, I always had one of my GNS430Ws record elapsed time since startup and I would always right down the flight time from it just before shutdown. I did this for the purpose of tracking pilot log book time. There was never a time when the hour meter wasn't at least 0.2 less than actual elapsed time and the difference was bigger if we got delayed waiting for departure. Sent from my iPhone using Tapatalk

To my limited knowledge the Mooney hour meter has never been done that way. Nor is it considered suitable for measuring time in service which what our hour meter is for. But what you describe is an add on used on virtually every rental aircraft that is referred to as the Hobbs meter. But it's use was not intended for maintenance time in service. I do know of a 231 that I instructed in that had the original hour meter replaced with a device that was simply wired to the master switch. Pretty crazy to be racking up engine time before the engine is spinning but his was. Sent from my iPhone using Tapatalk

My 252 is nearly identical. Iam sure you would find the hour meter in your baggage area is wired off the Mooney tachometer as was mine. It stopped working when the tachometer died since it lost its feed. But I have not checked your schematic. You didn't comment if you have verified yours reads less than 1:1 with engine time? Sent from my iPhone using Tapatalk

True, but he's still a youngster at 74 and a very active busy guy. But as you say, there are way to many examples of early onset of dementia even under 40. David Cassidy was just in the news yesterday for going public with it at age 66 which sadly isn't uncommon. I am hoping I'll be more like Bennett here on MS! Sent from my iPhone using Tapatalk

Your IA can do it for you. Getting a duplicate should be easy. From memory there are 3 possible check boxes on the form as to cause for the request but what makes it easy is if there is an old one if even illegible to go with if. Barring that a photocopy of it before it was lost. With nothing I suggest you call the FSDO to ask or have your IA do it for you. Sent from my iPhone using Tapatalk

If you are asking why didn't the Boeing pilots that were overflown by Ford not get on the radio? Don't know but after seeing the video with Ford's plane never getting anywhere close I wouldn't be surprised to hear they didn't notice him as they were also probably very busy configuring for departure. He stayed quite high seeing the traffic and never looked to be a threat. But I think he was so fixated on the jet he never realized he was lined up on the taxiway. Sent from my iPhone using Tapatalk

Your Pre-G1000 hour meter is entirely different and does not use the airspeed safety switch. It is tachometer based as I described above meaning it's always on but only records 1:1 at its intended cruise rpm. Surely you have noticed it does not match clock time of the engine on but more like a couple tenths less overall per flight? Sent from my iPhone using Tapatalk

Most unusual, the factory usually uses Canon plugs. The non-pressurized units entirely replace vent on mags. The pressurized mag has a different vent with larger orifice. Never understood why rpm sensors for the pressurized mags didn't also use a similar vent replacing unit but they instead chose to use a washer that fits under the original vent. Then the soft metal wraps around the mag. It's much like CHT gasket probe and similarly fragile. You are much better off now! Sent from my iPhone using Tapatalk

Sounds like you are describing the sensor on the pressurized mags? That's what I assumed because those are the fragile ones compared to the standard unpressurized ones - which are very different? but you never mentioned, nor if slick or bendix? Your previous one was just butt spliced into the aircraft wiring? Sent from my iPhone using Tapatalk

You won't be able to see it unless you get your head under the panel back to the brake pedals and look up with a flash light. You'll see the pitot static lines running rough it as well electrical connections. Joey was testing that the red safety bypass switch next to gear illuminated with the gear switch down on jacks at 0 kts and the gear would start to raise without having to push it to bypass the air speed safety switch.The switch is mounted pretty level with mid-height of your panel as he blew into the pitot tube to simulate about 60 kts causing the safety switch circuit to power the gear and unlight the red button.I go through this in detail with any new owner as part of their transition training so they understand how their gear works and what the emergency procedures are and why. Sent from my iPhone using Tapatalk

Notice how it says it records "actual flight time". This is exactly what you want for "time in service" wrt to maintenance usage. No one wants to include the taxing and idle time except for FBO's that are charging rental fees by the hour - in which case they want to charge for every minute the engine is turning - (if not for every minute the master in on). This is where the oil pressure Hobbs meter gets installed as a add on - but they are generally never installed by airframe manufacturers for maintenance time tracking. Most all earlier systems used tachometer time which was based on rpm. Tachometer time is only 1:1 at its intended cruise RPM which is typically less than redline, maybe more like 2450 in earlier Mooneys. The affect is the same as the airspeed switch on a G1000 Mooney since such a low RPM greatly discounts idle taxi time but does not eliminate it. The modern digital tachs use a threshold RPM. The EI uses 1300 rpm so it too doesn't count any idle and taxi time unless the pilot is using more than 1300 rpm. In contrast the Horizon unit uses 800 rpm (by memory) which is way to low in my opinion which makes their unit an undesirable replacement for the Mooney hour meter IMO since it's an automatic hit on accumulated engine time. Sent from my iPhone using Tapatalk