kortopates

Where are you at KSEE? My 252 is at Skyharbor. Hangars are much better here too! Jonhop, your are welcome to sit in my Mooney as well. I even have one seat with the rudder extension pedals and one without so you could tell the difference. That goes to Kirsten too if you want to verify whether or not you might have the rudder extensions.

First paragraph is normal, and because of the need to for the AP to have the trim switch on and ensuing beeps at startup, I always leave my Trim switch on - the only switch I do not turn off at shutdown. Regarding the second paragraph, you should be able to reset the AP by pushing the Test button on the computer anytime. Especially after a disconnect of some kind. You should not need to do the trim test before taxi - something is wrong. It could fail from the Yoke trim switch, Trim servo, pitch-trim servo or the computer. An auto-pilot specialist is best for troubleshooting it.

Of course those versions are not current. Sent from my iPhone using Tapatalk

I am just reading this thread for the first time and I must say I am just blown away that the aircraft was cowled back up when the turbo scavenge line was still so obviously not connected back to the scavenge pump! I just can't believe the same mechanic that re-assembled the oil lines was the person that put the cowl on either - its just really hard to swallow but of course it really happened. And because of that I am sure everyone involved is very thankful you didn't take off. Did you ever get an explanation on what happened? It really seems like there was a major breakdown in communications at the shop as if someone that did not know the true status of the work at the shop instructed another mechanic or possibly an apprentice to put the cowl back on believing it was actually done. But what's still missing are inspections and run-up checks before re-cowling the aircraft. Much has been stated about their lack of quality control on this thread. Most of the better shops I know of have a second technician inspect the work before signing it off. This was so blatantly missed that its seems more than one individual had to be involved and a major communications breakdown occurred. I am betting its more a lesson in human factors for the shop than a single mechanic that lost his or her mind that day. It's such a egregious error I'd bet the mechanic that didn't finish the re-assembly wasn't even there when it was cowled back up. Did you ever get the whole story? Unfortunately I can imagine the shop shutting up right away about the details. But glad of course they took responsibility for it as they did. Out of curiosity, where the picture looking at the unconnected scavenge line taken before the engine was cleaned up? I would have thought maybe inlet oil pressure would have pushed some of the oil out of the open scavenge line, but that area looked surprisingly clean unless that was taken after it was cleaned up with solvent. So was that really the case that all the oil was pushed past the seals in the turbo into the induction and exhaust side before making it through the unconnected end of the scavenge oil line? Lastly you mentioned the engine analyzer was very important to keeping you on the ground. Was that because of the analyzer alert you got from a lack of oil pressure? In this case I would expect the OEM oil pressure to save us as well, as we check oil pressure during the run up (with prop) and again as we take the runway. But the added plus of the analyzer is the alarm/alert being helpful at getting our immediate attention when it falls below limits. Is that what you were thankful for from the analyzer? With this almost all behind you now, I hope you get your bird back soonest and of course we know you'll be super cautious with good reason before taking it up this time. But lets hope you have a trouble free bird from the first startup on; you sure deserve it!

Luckily they abandoned that practice at some point. There are no pop rivets into the skin of my '86 K. The front pilot seat headliner is screwed into the rear seat headliner with 4 screws and nutplates/tinnermans that are screwed in from the top of the headliner which is real hard to re-install them if you are not removing the entire ceiling - such as doing a vent repair as I did.

The best solution if you want to keep your Tanis heater elements is to buy the combination Heater element with Thermocouple probe directly from Tanis. Available here http://www.tanisaircraft.com/ttp2632-k-115-50.html If you are not in a hurry you could probably save some $ by having aircraftspruce special order them discounted for you. Then you'll have accurate temperature sensing and retain your heater elements. If you go this route be aware that new Tannis heater elements require you to update the Tannis harness with Deutsch connectors - not hard to do but you'll need a new female plug for the harness too. Incidentally, I had always thought the adapter on the bayonet was also accurate (as suggested by Maurauder above) - I had not heard of them being sensitive to airflow and I see a lot of aircraft data.

Every airport's CBP staff does it their own way. But there is nothing to be concerned about as they'll tell you want they want you to do. Just stay with the plane till they meet you. That said, at FPR they have you unload all your bags and have carts there to ferry your bags into the office. Their main pet peeve is that they want to hear from you in advance by phone even though they have your filed eAPIS manifest.

I really couldn't imagine going back to non-wass GPS. It's not just LPV approaches but also VNAV, +V (advisory GS) and LP capabilities are tremendous benefits. And the former two eliminate the need to use the old Dive and Drive technique instead allowing for the more controlled/stabilized and safer (IMO) constant descent rate method for doing what would otherwise be LNAV only approaches. Personally, I think the G500 has proven itself to be the better solution. The airframe certification requirements of the G1000 had proven to be its major downfall wrt to keeping up to date. Sent from my iPhone using Tapatalk

Glad you had a great turn out Cliff. Although I didn't make it, we had a great time at the first one back in 2009; especially the Antelope Canyon trip and the rafting trip. You were a great host then too. This summer we returned to raft the entire Grand Canyon and had a great time and a bucket list trip.

Check with Lasar, they sell repaired ones with exchange.

May not be a mag issue but an ignition switch issue; especially if it immediately dies - i.e. not just rough running to a slow death but immediately cuts out. Corrosion builds up in the switch. But independently of that, especially if its a slick mag, one should not skip the 500 hr Mag IRAN - there is no way to see the internals of the slick mag, including points without opening it up. No need to get a new one, just send it out to shop specializing in magnetos for the 500 inspection such as Aero Accessories in Van Nuys - they turn them around in 24 hrs of shop time and very reasonable. Lots of other choices too.

Its a new web site organization of the same material that always been available for download. Although the retrofit kit list was only available in an excel spreadsheet till not that long ago.

Sometimes its a little tough to find out if a particular condition could be dis-qualifying for a medical. However Low T is not. But as all us "diehard 200 hr/year GA pilots" know, its really simple to just go to the AOPA medications database and look up the medication to see if there is an issue. So check it out at http://www.aopa.org/Pilot-Resources/Medical/Medications-Database if you search for Testosterone you'll find its not issue, just as long as there are no adverse side effects - same as any medication. So don't worry about it and just report it as a prescribed medication assuming you begin taking it. If you're still concerned, give your AME a call to discuss. But after all that good medical advice above, I am you'd be feeling much better if you simply prescribed yourself a lot more GA flying! Trade Name FAA Allowed Drug Classification Treatment For FAA Allowed Based On Web Link Testosterone testosterone cypionate testosterone supplement low testosterone no adverse side effects

The wheel bags are a light reinforced clear plastic bags made for holiday reefs. They each carry a pair of wheels with sheets of bubble plastic to protect them. The larger bike frame bags are light cordura like nylon bags. All procured at a local store specializing in duffle bags. Sent from my iPad using Tapatalk

It's not that much, look it up on Jepp's web site. I have dual America's for less than that. You could buy US only and maybe even less. Sent from my iPhone using Tapatalk

I am sure the DPE was referring to the PC wing leveler systems on the vintage mooney. Too turn, you disable it by pressing the button on the yoke. Not a big deal and those that don't want them always on use a rubber band to disable it. Sent from my iPhone using Tapatalk

Many people get two rounds of Instrument training. First to pass the test for the rating, often just VOR based. Then a second lengthy bout of learning how to survive real world GPS based instrument flying in their Mooney. In other words, how to use their new avionics.

I wrote about O2 system leaks in another thread. But basically two kinds of leaks: High pressure leaks through the line and needle valves up connecting the portal to the tank and gauge up by the pilot and low pressure leaks through the regulator. Almost always a regulator leak goes through the line just as if you are unable to turn it off fully. The regulator is two stage. The first stage of the regulator lowers pressure down from a couple thousand psi to the teens, the second stage on the regulator is an altitude compensating regulator.

You can also get metal (stainless) zip ties that don't need a banding tool that work well too as an alternative to a banding tool

I am no expert on this. But it does take approval of both the engine and the airframe separately. My understanding is that the Mooney airframe testing failed to meet the requirements (but I don't recall the specific airframe but supposedly it included a Lyc engine approved for mogas). In other words the effort was made to get approval and it flunked. I recall Aaronk25 went into it in more detail in an earlier post. Isn't that enough reason not too? Incidentally, I've only gotten vapor lock once in my Mooney in over my dozen years of flying it and it wasn't on take-off or on climb to altitude which are the much more common ways. My one event was from flying over the hot Arizona desert mid summer at probably about 10-12k'. Electric boost cleared it right up for me. BTW Your electric boost is at the same level as the fuel selector valve almost adjacent to the gascolator and just immediately downstream of it.

Welcome to San Diego! I am betting you are a Plus One member their where you are working on your instrument rating? I instruct with them. I used to be based at MYF and moved to Gillespie a few years ago for the better hangar arrangements. I own a 252 kept in the Skyharbor hangars there. There are a number of San Diego Mooney owners that are also on MS here.

I am also hoping to see the Sandia 340 Quattro also approved, but it is still pending TSO approval and has been for sometime. I don't see the policy change making it permissible to install a non-TSO'd electronic backup instrument though. Its just making it easier as a minor mod in some cases, yet the same requirements rules apply and some of the PFD manufactures (e.g., Garmin, Aspen) still may have their own specific requirements for backup instruments as a part of their STC which will need to be taken into account.

Really sounds like your MAP is properly indicating if its reading properly before start up and showing red-line at WOT on take off. But I can't seem to follow if you are saying you are not getting the desired fuel flow for 2400/21" best economy setting without pushing MAP in further? Which is very odd, since you should have to further lean mixture to bring it down to the best economy FF while also adjusting MAP to keep it at 21" .

Its takes about 2/3 revolution of the knob on the console to move the cable an inch or two at the regulator valve. Its more than a just a little. The hard part of the adjustment is to ensure the regulator valve arm is fully in the off position or it will leak out continuously. You may have to replace the cable to fix it properly - not sure.. Even though you have some left over length at the regulator end, I'll bet the cable is bent where it attaches to the regulator now and will not work effectively if you try to re-attach it further down past the bend as it may bind at the bent point. But I wasn't sure what your question really was.

You don't mention which engine analyzer nor where you are seeing the fluctuations. But would it be a JPI 900 or 930 where you see noisy fuel pressure? If its any of the JPI's, contact them, they will either try to fix your problem with a s/w fix or send you a snubber.