kortopates

The extended tanks don’t empty until the main tanks are down to half full or ~18 gal. Therefor when ever you add fuel to the mains and bring a tank above half way, some of the fuel will run out into the extended tank. It takes some time for them to balance out. Sent from my iPhone using Tapatalk

It comes from the MAPA Safety Foundation PPP’s - all participants get a copy. Sent from my iPhone using Tapatalk

[mention=12280]wombat[/mention] If you need 27” for the traffic pattern down wind you probably have a leak in your manifold pressure sensing line; especially when high manifold setting are fine but but low ones aren’t. To be sure check what your idle manifold pressure is at idle rpm. Sent from my iPhone using Tapatalk

When you get it re-weighed you can help insure and accurate weighing. Don’t show up with a lot of fuel, come in as empty as you can so it can be weighed after draining the tanks and just adding back the unusable fuel in each tank. A lot of error can can be introduced calculating out a non-precise amount of fuel on board otherwise. Sent from my iPhone using Tapatalk

Just noticing the Agenda for IX is still actually last years agenda.

I fly out of the #3 busiest, MYF in San Diego, and in IMO the #1 issue is students pilots flying their big wide and long 747 patterns. I know why they do it, but their CFI's should be pushing them to higher standard to get comfortable with a standard FAA pattern between 0.5 to 1.0 wide from the runway. I can't blame it entirely on student pilots though since I've read here on these pages that some Mooney pilots don't think its safe to bank more than standard rate preventing them from keeping their Mooney within the FAA pattern guidelines - sad . Truth is they have it totally backwards since its the long extended patterns that prevent a safe continuously descending pattern to the runway and instead the extended pattern is forcing them to pull back on the yoke so as to not get too low leading them to getting to slow in level turns.

The carb would have been OH at time of last engine OH. That would give you the age of the carb. Sent from my iPhone using Tapatalk

Getting a ‘fair’ settlement, absolutely. Being made ‘whole’ is probably an illusion. But in this case the rotorcraft has no insurance. Although the other colliding airplane may or may not be responsible it could take a long time to determine who’s responsible for what portion of the Mooney’s losses. Meanwhile the Mooney owner is out his plane and the only near term option is arriving at a settlement with his insurance. Sent from my iPhone using Tapatalk

I once saw an underwriter, USAIG, go over the insured hull value, but only because the owner had asked for a sizable increase in value after a major panel upgrade. But the owner’s request to increase hull value had gone unanswered for a number of months despite having submitted receipts to substantiate. In this case, i thought the insurance company did the right thing by paying out more but not nearly the full amount. I felt they had some obligation to do so since they let the request go unanswered for so long. I imagine there is a scenario by which the owner could sue the parties responsible for additional losses beyond what are recoverable from his insurance. But obviously the insurance companies have first rights to collecting their losses first. Plus i imagine they can add their own subrogation expenses to what they sue for leaving little if anything for the owner to argue for. Clearly only the lawyers make out in these cases. Sadly we can all learn something here by the need to adequately insure our planes. But there are disadvantages to over insuring as well. There is a point where damage is severe enough any owner would prefer to get a check to go plane shopping rather than rebuild one so broken that not only will take a long time but after being fixed the damage stigma will significantly decrease it’s market value for a long time. Sent from my iPhone using Tapatalk

Maybe they have a bit more leeway, but in my SOCAL airspace if a loss of IFR separation occurs, it’s not up to the controller. it’s an automatic system notification and it’s either the fault of the controller or the pilot. The supes passes them on to FSDO whom reviews them and may talk to the pilot. But typically the supe will have the pilot call them right after the incident and with a proper response it can end right there - there are a number of situations such as going missed that a good explanation will get the pilot out of trouble but some such as deviating in excess of two hundred feet of your assigned altitude in IMC isn’t excusable. I’ve given remedial training for latter. Sent from my iPhone using Tapatalk

Very cool, i do these for my instrument students at the SOCAL TRACON every semester. My next one is in October. That’s a bummer they have to apply IFR separation to VFR practice approaches since it’s makes them harder to get or adds delays. If they still take all the VFR shortcuts procedurally not following all the IFR rules it makes you wonder why bother. But i hope when the pilot screws up and there is a loss of IFR separation the VFR pilot can’t be deviated- i.e. IFR separation is more of a goal than the rule. Sent from my iPhone using Tapatalk

Sounds all normal. Is the pilot new to his Mooney? Your Mooney transition CFI didn’t help with this? Sent from my iPhone using Tapatalk

It’s not the original Mooney tach, but an alteration. I’d check aircraft records - probably installed a long time ago. It sorta look like a tach except for 60 min at top with quartz suggest more of a clock. But if it’s a tach, i’d expect it to be showing RPM and can’t tell from the pict. Sent from my iPhone using Tapatalk

I fit 2 high end carbon fiber mountain bikes in the rear of my K, like Erik says above. My aren’t folding bikes but full size. But rears seats are folded down flat to make a cargo area. Erik didn’t say if he has to fold down the rear seats. That mike be your biggest obstacle. Folding rear seats weren’t standard till the 80’s. although an STC did exist for some models including the earlier K. Sent from my iPhone using Tapatalk

Good question! Originally they picked up some Mooney experienced mechanics\IA’s from CrownAir when they first opened but they all left pretty quickly. Sent from my iPhone using Tapatalk

FYI, Crown Air maintenance at MYF went out of business years ago. Coast Air, no relationship to Crown Air, is a MSC, but is not known for quality work and doesn’t want to work on older Mooney’s. Sent from my iPhone using Tapatalk

We’d have to start with what kind of “Hobbs” meter you have. I assume it’s not the Mooney Hour meter which is actually tach time. Sent from my iPhone using Tapatalk

My wife and i used duffle bags for years to save weight - what a royal pain. Especially flying internationally when we always have a long walk and often have to pull everything off for customs. A few years back I got a really light weight roller for my wife. i was instantly envious. My work travel carry on was the Costco one Lance mentioned. Never wore it out after a couple decades but it’s built like a tank. I think it was 8lbs empty! Anyway i bought a TravelPro carry on - perfect for the mooney and is very light. Shouldn’t have waited 2 decades! Now handling luggage is easy. Sent from my iPhone using Tapatalk

i’ve seen a weighing go bad too with clearly inaccurate results. there are many ways to weight the plane each with their own inaccuracies. Not that common, just like weight and balance calculations are mostly correct. still everything needs to be double checked. A&P’s aren’t known for their math skills. I’ve never heard of the FAA weighing an accident airplane. They may re-check calculations when the info is available just like i hope every new owner does reviewing old records. Sent from my iPhone using Tapatalk

Not at all. There is absolutely no requirement to use a new weight and balance after weighing. You can discard if it you want. It’s not even a legal dilemma if you have a valid weight and balance by calculation. As mentioned, if you know the performance at your max gross weight including stall speed. A bigger concern would be if the two CG’s are far off from each other. Sent from my iPhone using Tapatalk

You were based in Mexico the whole time correct. Oaxaca as i recall. Remember you from Baja Bush too. Why get out after only two years- if you don’t mind sharing. Awfully short time. Anyway sorry to see you go! Sent from my iPhone using Tapatalk

You don’t want such a limitation as there is none. Only fuel related limitation is for fuel pressure. This is situational awareness only anyway with the 830. Sent from my iPhone using Tapatalk

Agreed! on my K going from the 2 blade alumin prop to the 3 blade MT was good for about 15 lbs. A couple lbs better without prop deice. I don’t recall but would expect a light weight starter would get a few lbs, but better adding alternator when coming from a generator. It’s hard to imagine much more than about 20 lbs without knowing specifics. Sent from my iPhone using Tapatalk

Circuit Breaker Sent from my iPhone using Tapatalk

The volume knob. there is also the CB too. Look at the satellite page next time you have a reception issue. Sent from my iPhone using Tapatalk