kortopates

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

Don't disagree with how modern hoses can last a long time. But the OEM limits what items can be re-installed on condition when doing an engine overhaul. If the hoses in question are hoses that the engine manufacturer provides with the certified engine (as opposed to hoses provided by the airframe manufacturer) and then secondly the manufacturer specifies the hoses must be replaced as part of a Major Overhaul then any overhaul that doesn't include replacing them can't legally be logged as a Major overhaul - just an IRAN. And legally, then TSMOH doesn't get reset and resale value of the engine takes a major hit. Major overhaul actually has legal meaning in that the engine has been overhauled IAW with the manufacturers (minimum) specifications. This is true also with some appliances like starter and magnetos which the manufacturer list as requiring replacement or overhaul at time of engine overhaul.

Any missing would show in the EGT's and we should see CHT corroborate it as well. Sent from my iPhone using Tapatalk

I see Mitch is already ontop of this. I am only seeing a 25% chance of rain now for from San Luis and south through LA and San Diego for this Saturday and half of that on Sunday day and afternoon. Sunday night is another story though at 75% but that's only at San Luis and to the north. (sorry Bonal)

You have to try it,it works fine for many of us and I'd go a step further that with a good mount system it should guarantee getting a satisfactory view. But not everyone is willing to spend the money it may take. You will see lots of example of mountings other than the yoke. There are no shortage of these. But whatever you opt for, be sure to consider the crash worthiness of which ever mount you choose. Our steel cage will remain intact at well over 9g's -about the most we'll survive properly restrained. Most fatals are due to blunt force trauma to the head and chest so avoid adding anything sharp and protruding that could lead to injuries. My self personally, I have always been very leary of mounts above the yoke that can lead to flying ipad in a crash or provide another rigid obstruction to hit.

No engine monitor data?

i think Guitarmaster is showing his view of the instruments in the picture. I have the same view with mine. Not a problem when mounted properly and unless you are all the way forward in the seat position you should have plenty of range in adjusting it. My opinion is if you are using your iPad for instrument flight it has to be mounted on the yoke rather than your lap because the latter is vertigo inducing. But for VFR it doesn't matter at all IMO. I use the MyGoFlight yoke mount with their plastic case as Turtle shows above for its superior adjust ability. (He must be a smart guy! )

You'll have to talk to an avionics installer. Technically only an authorized Garmin dealer can perform an approved installation of a certified aircraft. (Garmin does provide the installation manual and approval for experimental aircraft.) But I wouldn't be worried about the 2 foot distance limitation. GPS WAAS antenna's are installed much closer than that routinely. I have 3 within a 2' patch on the roof. Plus the glareshield is something that suffers from frequently being removed as well as being shadowed by the fuselage behind you - which I think is the real problem. Satellite signals are extremely weak signals to begin so you really want them installed with the clearest view of the sky possible to get the best reception you can. Its no fun when you box gives you a LOI error from not having enough satellites in view and essentially shuts down till its gets enough signal again.

Very true, but any repair or alteration to the engine mount is a major repair or alteration thus must accompany the proper paperwork from either a repair station like Lasar or have an IA file a 337 using the SB as the approved data for the alteration. Possibly since the alteration is done by the manufacturers drawing its no longer a major alteration. But I would do a little investigating and maybe the SB even addresses this (I haven't read it). My only point is that the approval may need more than just a log book entry as a minor alteration.

Perhaps for a VFR installation you could mount it anywhere you wanted since it does not need to meet Garmin's installation requirements, but for the installation to be approved for IFR use (navigation and approaches) it has to be installed in accordance with Garmin's installation manual guidance. Otherwise you'll likely have it labeled "For VFR use only"

Two men survived an E model emergency engine out landing into a cow pasture with only minor injuries this past Sat Feb 18th near Springfield, MO: http://www.kathrynsreport.com/2017/02/aerostar-mooney-m20e-chaparral-n6807v.html

I have not seen these before. But a ring probe not inside the CHT bayonet hole such as this is going to be significantly affected by airflow as well as being at a distance from the intended sensor location. But given that they are $105 cheaper than the dual probe its no mystery why they sell these. And now that I am thinking of the unique base of the Tannis heater element I am not sure the JPI piggyback adaptor probe, intended to work with the OEM probe, are compatible with the tannis heater element. But they are accurate for their intended application.

Rick Are you sure they are gasket probe's under the tannis probes - do they appear to flat washer size gaskets or do they appear to be more like collar that piggy backs onto the Tannis heater. Only the latter should be used in this location and it is acceptable only if the fire sleeve is still in place at the base. But gasket probes are only used on sparkplugs - and they are terrible since they can run 30-50F hotter or cooler and you can't tell which way. But if you don't like what they're telling you, you can move them from lower to upper plugs or vice versa just so they'll read differently. I personally wouldn't trust what you are describing to give any meaningful CHT information. I do find the adapter probes acceptable since they work well; providing they're installed properly according to JPI's documentation. But its looking like your Tannis system was installed first before the engine analyzer and perhaps the previous owner at the time didn't want to spend the money to do it right. But the sensors you want for your application are the Tannis dual heater/sensor grounded K type probes. If you don't have someone local to work on your aircraft I can understand your desire to postpone. But this is very minor maintenance to address for the safety of knowing what your CHTs are really indicating; especially on turbo charged engine where a clogged injector can ruin a cylinder in minutes if you have no idea what's really happening with your CHTs. Its very possible your ships gauge is reading low as well. If you do go with the Tannis dual heater/sensor probes you will also need the new style Deutch connectors to replace the old style on your older 120vac harness to plug and provide power to the newer style. Plus you will want to make sure you do have the JPI Adapter probe under your OEM CHT5 probe since that one must stay till you go to an approved for primary analyzer. That set up will give you the most accurate CHT indications. But adapter probes are acceptable if that what they really are, but not gasket probes. Good luck

No, the GTN navigator can only provide position source to the ADS-B out transponder. But you will still need the transponder, such as the GTX-345. Either the GTN or GNS gps's can provide the necessary position source to avoid paying extra for a GPS module in the GTX-345. So the upgrade doesn't help for ADS-B Out. Sent from my iPhone using Tapatalk

No, that is a spark plug gasket probe. see the CHT Adapter Probe listed on this page http://www.jpitech.com/probes&sensors.php

Look for JPI Adapter probe. I recall two different part no. for different thread/diameter. Once you figure out which one you need, order it through Spruce since they discount them pretty good. Sent from my iPhone using Tapatalk

Frankly, I would suspect the less reliable OEM gauge more than the JPI but you do need to keep looking deeper. But good news in that if you are referring to the ancient legacy JPI, those old units supported both J & K thermocouple types to be compatible with EI probes. But you are correct, you really want the Tannis heater dual heater/CHT probe in a grounded K thermocouple configuration- but they make them in all kinds - so no telling what you have till you uncowl it and take a look. But if your old JPI 700 doesn't record data for you to download I would first remedy that with either a $1K upgrade to the color EDM 830 display or just go for the certified 900 or 930 ( or another of your choice) because with a valuable engine like yours, you really ought to have a modern engine analyzer to help you protect it. 100f off, if accurate, is too much to be due to a spark plug CHT probe too but it could be due to the probe type setting in the JPI if it's miss-configured. One more advantage of going to a certified monitor like the 900 or 930 is that's the only way you can pull the OEM CHT sensor out and have tannis heater element probes in all 6 cyl's - which is what I have. But you may not care or need them since you didn't install them. Sent from my iPhone using Tapatalk