kortopates

Very sad The impact really looks like a stall/spin in the traffic pattern. But Primary training with two small children in the back - really?

Yes, it is. Sent from my iPhone using Tapatalk

You do realize that Jepp provides 24x7 telephone technical support for their products - right? Whenever I've called them (after first trying to re-boot) they've have gotten me past any issue and I use them for a number of products. I'd call them, but the Apple beta version may scare them.

Just as likely then that your new engine installation is actually able to idle lower than your prior engine. For example, I can't idle at 700 - that is really low, mine is closer to 800 rpm but if I really try I can get it to 750-775.. That would make a difference.

You can't expect to see normal vacuum at 700 rpm. Maybe a little sooner than 1000 rpm, but having normal vacuum at 1000 rpm isn't bad at all. I'd be happy with that.

Sounds good but any hand propping is done by the pilot; not a untrained pax - I hope. It's probably best the vast majority of pilots won't try it either these days. But I realize you are referring to long ago. Sent from my iPhone using Tapatalk

Absolutely, you get some great added functionality by integrating them. From the JPI you can configure it to give you remaining fuel or reserve at your GPS destination (but the default is the next GPS waypoint). From the GPS you get access to the fuel planning page with fuel flow and remaining fuel pre-populated. With both you'll have a much more accurate picture if you adequate reserve to make it to your destination or the range to divert to another destination if you need too. True those numbers or reserve will change in your descent but usually in your favor to add to your buffer. Anyway very worthwhile IMO. Sent from my iPhone using Tapatalk

I think we all just saw it - Break Away wings! You can't hope for a better outcome. When the wing tank ruptures fuel flows out everywhere and a lot of it flows downhill on the lower wing skin into the cabin where the cockpit floor will be bathed in fuel. This is when you'll be happy you paid serious attention to those burn certs so you can get out while the fire is still smoldering; or regret you didn't. But if your injured or worse and unconscious your chances of survival go downhill rapidly with every second as the fire builds. Sent from my iPhone using Tapatalk

Fltplan.com has a free Go Flight app that runs on the ipad and android. It has geo-referenced approach plates and Ads-B in. It has a lot of capabilities for free including some of the best tablet based aircraft performance modeling but its user interface is the worst IMO making it more than just cumbersome to use. You pretty much get what you pay for. The much more popular products that cost $75-150 (vfr to ifr) year are orders of magnitude better. But what different folks like is more a personal choice and what they learned on first.

There really isn't any requirement for 1090ES in any other North America country for GA, and probably won't be in the foreseeable future despite what our FAA says. Mode S though is the ICAO standard and that will eventually become required equipment in Mexico & Canada - but they continue to postpone the requirement for N registered GA traffic. But Mexico for example doesn't even have any GPS approaches yet, and is way behind the technology curve. In contrast, both Cuba and Canada do have them. Anyway, expect 406 ELTs and Mode S to become required well in advance of ever seeing Ads-B out a requirement anywhere else than the US in North America. By the time it is, we'll probably all be on a less jammable GPS bands anyway.

I agree with the comments to go electronic and dump the paper. One just has to get into the electronic mindset for backups. I am a Jeppesen user as well, and although their app only runs on the iPad, I also have Garmin Pilot and WingX on my iPad and iPhone. Plus I have my Jepp charts displayed on the panel (GMX200 which will be a G500 soon). I prefer Jepp charts but will use NOAA on longer x-ctry trips and Jepp trip kits for outside of the country (e.g., Latin america). So I have plenty of backups. I also carry a battery backup to charge my ipad if I needed external power for my iPad or iPhone - they are very inexpensive. It really is a personal decision on you want to work with.

Is there anything the GDL 88 does that the GTX 345 doesn't do except for provide an optional GPS position source and provide ADS-b out on the UAT 978 - necessitating a transponder? For me it does much more than GDL 88 at a cost of about $1K over there ES transponder- saving me $3K right there. Looks like a GDL 88 killer to me and anyone wanting a 1090 ES out capability. p> Sent from my iPhone using Tapatalk

I know the IFD440 has built-in wifi and bluetooth but last I heard there was no s/w support support for it. Has that changed? Before you can talk about AMU savings, where is the ADS-B In capability in the KT-74 + IFD440 solution? I see none - only ADS-B out. I don't at all disagree with the IFD440 + KT-74 as a great WAAS GPS and ADS-B out solution, but this whole thread regarding the GTX345 is about a new ADS-B In solution option - not just ADS-B out.

I am planning to go with the GTX345 with Flightstream 210. The 345X doesn't in anyway influence the value of FS210 since for me it was integration with the Garmin GPS (not wx from a GDL 88). As least for the G500 panel, the 345X seems do everything the GDL 88 did with respect to providing dual band ADS-B In, plus it provides integration to the iPad, but you still need the FS to provide integration with the GPSs. Originally I was going to rely on a remote mounted GDL 39R for ipad AdsB in because the GDL88 was so expensive in comparison (~$4K) but I can't pass up the G500 integration provided at the same price of a ES transponder plus the cost of GDL39. Plus one box less to install as you point out. (I don't know of any interface between the KT76A and the GDL88 except for maybe squawk code and I wasn't sure if that as a wired interface or the GDL listened for it - I just was not aware how that worked)

No, because the rails are put in as the floor is riveted together (some places with three layers of sheet metal) and before anything goes on under the floor (gear and gear actuator, brake lines, fuel selector and fuel lines etc etc)

Different models with different gear systems

CHT limitation depend on the engine. The continental turbos have a min of 250 before you should apply full power just as Anthony suggest. You should be able to find it in your POH in multiple places with an explanation in the emergency procedures. Sent from my iPhone using Tapatalk

Yep, they are all over the place in your wing if you care too look closely. I've replaced many. Sent from my iPhone using Tapatalk

First, Swageloc has brief instructional videos on their website on how to tighten their fittings. Review that for their official guidance. They also have it documented in writing. A solution is available for O2 leak solution, which is what use since I can't afford the gas detector. The small copper 1/8 HP line is always live with tank pressure - it has to be to allow your cockpit gauge to always read tank pressure. In contrast, the larger aluminum Low Pressure line is only live when the regulator at the tank is turned on from the cockpit. The main thing they drill into new techs in A&P school is that you can't do anything unless you have the approved documentation for the job and follow it. It's a good rule for hangar ferries to follow too despite even if they don't seem to need it. I don't say that to sound mean but to stress its importance to safety - yours, your pax and the future owners and pax. Sent from my iPhone using Tapatalk

Now that I have been through this job I can say because its such a huge job, I am very thankful I did all 4 seat rails. I'd hate to have gone to all that effort and only have done one side. My co-pilot side was actually more worn than the pilot side. I am also thankful I got the rails from the factory. I've heard horror stories on Cessna's pre-drilled rails not always lining up but the Mooney rails lined up really well for me. At the start I didn't realize to the extent that I was going to need to disassemble the gear as well as open up the bottom side skins by removing all the rivets all the way to the nose so I could peel back the skin enough to be able to get a bucking bar in there. Even after all that I still had to use a small number of cherry max rivets near the front of all of them but the finished product came out great. I also changed out all the deldrin rollers in the 2 seats (4 each), and re-webbed the seat belts and now the seats slide back and forth with ease and of course can't slip out of there holes. But don't even think twice about the cost of the rails, because its minuscule compared to labor to do the job. Thankfully I am A&P and only had to pay for the second person since every bucked rivet is a 2 person job. Plus with a pneumatic river squeezer the bottom side skins went back on very quickly - thankfully that was a one person job.

Frankly, I have been more than just underwhelmed by the factory's tow bar. I have long thought the Bogert tow bar for the Mooney was by far the best design out there and very light. http://www.aircraftspruce.com/catalog/pspages/bogibars2.php?clickkey=108556 The Gats Jar makes a similar improvement in fuel sampling http://www.aircraftspruce.com/catalog/appages/gatsfueljar.php?clickkey=2499782

Exactly right Anthony, but IPC rather than MM. It may not say Swagelock but it will have the fitting part no's that will match one of the manufacturers. If it every happens again, or to someone else, the loss of O2 out of the tank could have been prevented by disconnecting the HP line at the tank, A HP needle valve on the regulator prevents the tank from discharging. Its such a restricted orifice that would take several minutes to discharge anyway.

Why are we talking new or rebuilt on a 150hr engine? That makes no sense. Suggest starting with the tear down inspection. You probably need very little and frankly that's all the insurance co will pay for. Betterment is on your nickel. Sent from my iPhone using Tapatalk

There is nothing unreliable about our built-in 02 systems in the Mooney. Its dirt simple and that is big factor in its reliability. That said I share Steve's opinion on a backup (and on speed brakes since I hardly ever use mine since learning to master my descent planning and not be shy with controllers but that's another story - although I do agree we can't get down fast enough if on fire). Rather than complicating things I use this simple and affordable device as a backup: http://www.mhoxygen.com/index.php/portable-constant-flow/emergency-systems/165-ntg-co-pilot-portable-o2-copilot It essentially guarantees the backup tank won't be empty since its sealed till usage and will provide plenty of O2 to get me down without being rushed. With many years flying on O2, which is what turbo flying is all about, I have seen many so called "failures", but non were even close to an emergency. The most common is pilot induced from not having the scott connector all the way locked into the fitting which prevents O2 from flowing. But that's pretty obvious with our flow meters and Pulse oximetry, and quick reach back to the back seat to fix it and Iam back to being good (I mostly fly in the right set where the O2 port is out of sight), in the pilot seat its even more obvious. But I suspect this is the sort of failure that has claimed some pilots flying high alone. The other thing I've seen happen is the hose pop off the scott fitting. I've had to fly once while holding it on till I got lower. I could have used the backup but holding it seemed easy since it didn't take more than light pressure to hold on. So what could go wrong to create a real emergency? Personally I think its much more likely when you add on these new high tech gadgets to save your O2 - now your failure modes can really grow - just loose electrical power for starters. But why do we need to save O2 with 115' cu/ft builtin tank? Last month we flew from San Diego to Cuba and back and still had plenty of O2 left when we returned. We've also flown to CENAM and back with one refill in CENAM just to make sure we had plenty. At home I fill it myself with a 2 tank cascading system - it keeps my O2 refills very cheap!. I used to worry that maybe my regulator could fail and block O2 but I am still waiting to read about the first such occurrence reported by the NTSB. As far as I know that's not a failure mode. I know my O2 system really well and know that a leak is not going to drain my tank in front of my eyes. Even a high pressure leak will take over an hour and a low pressure leak will take days. Only a ruptured low pressure line is going to prevent the flow of O2 to the cabin ports. The real emergency in my mind is a failure of the gauge indicating pressure when its actually empty and that may be another nearly impossible failure mode. Still though I don't want to bet my life on something I may not have thought up yet. Plus the added insurance and peace of mind of backup is so easy to carry and such cheap insurance I consider it mandatory, so I carry the above backup which fits in the seat back - even though I think the odds of needing it are infinitesimally small. I know many are very concerned about having only seconds of useful consciousness after reviewing TUC tables and being told they were based on young cadets and the average geriatric pilot won't last near that time. If you're really concerned you really need to take the chamber ride and learn the truth for you at 24-25K'. You'll be pleasantly surprised and will probably see all your fellow geriatric pilots exceed the tables easily. But more importantly, hopefully you'll leave with an understanding of your own symptoms so you can readily recognize yourself becoming hypoxic. If not and if your one of those people that doesn't recognize themselves becoming hypoxic I hope you set a maximum ceilings accordingly not to fly above it and in the flight levels without another person or pilot on board that can recognize it and alert you. Sorry to get a bit off topic....