kortopates

http://denver.cbslocal.com/2015/12/23/small-plane-crashes-into-snowplow-at-telluride-airport/#.Vns40vtzs6g.facebook The runway closure is clearly notam’d from 22:56 today to tomorrow 2000. Thank goodness no injuries but I’d hate to explain this one to the FAA; especially since they’re saying the plane didn’t call on the CTAF before landing! Very surprising Denver Center didn’t save them yet still managed to clear them for the approach – they’ll likely share in the blame.

There is no STC for the conversion. An STC would be required if it was a mod done by other than the Mooney Factory. This is a retrofit to the existing TCDS and authorization comes from 2 Mooney drawings - one for the brakes and one for the engine. You have todo the brakes first or with the engine - can operate it with just the engine. If you weren't already planning on doing this before the engine I am afraid you are in for a bit of a shock at the cost to buy all new Mooney parts for the brake mod. See my other post/thread on the details using the search function. It explains the mods. The engine is the easy part. Save you the search: http://mooneyspace.com/topic/14362-anyone-done-m20k-252-upgrade-to-encore-specs/ Sent from my iPhone using Tapatalk

I am pretty sure a retractable step can be converted to a fix step and a step can be added to any plane without one. Check with your local MSC to be sure and for approximate cost. That should open a whole lot more Mooneys too you and you can then just factor in any additional costs for any step work. Sent from my iPhone using Tapatalk

There are just two many failure modes ranging from poor connections at the back of your tray, not including the oxidation on units card that slides in, to switch problems on the yoke and on and on.... I've been down this road before with an intermittent trim failure/disconnect. I sent my computer and both pitch and trim servos into AP Central and they were never able to find the source. After several months of ongoing effort to resolve it I finally flew to Executive Autopilots at Sacramento, CA; only after there bench testing also didn't find fault. In the end with the plane there, they found the problem pretty quickly but it wasn't something that any bench test would have resolved. They have all the specialized BendixKing test gear that enables them to plug in their test harness to the units while they are in the aircraft - then problems can be found very quickly. If I had just bit the bullet much earlier on I could have saved myself lots of $$$. But another well learned lesson. Sent from my iPhone using Tapatalk

The extra filter is to protect your instruments when and if the pump fails catastrophically. Since the pump pulls air from the cabin to the pump, the smell source is most likely in the cabin. Can't imagine how your air oil separator in the engine compartment could be involved. Sent from my iPhone using Tapatalk

Amen to that! What I most recall about the pre-GPS navigation was just how easy it was to kill yourself back in the day of ADF steers. The only thing I miss now is walking into the local FSS for a weather brief - an experience I got to relive flying up to Alaska. But the only airport I flew into that only had a NDB approach was south of the border, but in our current satellite nav era so I cheated and used the GPS and its procedure. Especially since there was a big mountain right by the airport. Sent from my iPhone using Tapatalk

Congrats Jon! So glad it all worked out for you. Sent from my iPhone using Tapatalk

Dump the paper weight. But reconsider that if you only realized how valuable an IFR GPS was for IFR flying you would not want to fly IFR without. Sent from my iPhone using Tapatalk

If you are interested in the Tri-tip person, Jolie arranges fly-ins to nearby Oceano using him every May for Airport day and December for Toys for Tots which just happened a couple weeks ago. Oceano is perfect for that option since it has the area to set up and picnic. Plus the airport has tables in a storage hangar there that Jolie uses for those events. Would have to verify with Jolie though to be sure. The other advantage of Oceano is that everyone has free access to the ramp unlike the other nearby options. Sent from my iPhone using Tapatalk

How fast the annual is done has never been my priority; the thoroughness and quality that goes into it at a fair cost has always been paramount to me. It my butt that on the line and its worth a very thorough good quality annual done per the Mooney 100 hr checklist. Luckily I do all the work myself but I am my own worst enemy at controlling cost - "Bad strobe tube flasher?; heck let's just put in those Orion LED's in now and be done with it!

This is why www.SavvyMX.com does so well saving inexperienced owners from these kinds of experiences by representing their interest with the shop performing the work; all for a very modest fee. We've supported a number of Mooneys over the years too. But anyone can do the same thing if you just follow the same guidelines we do at Savvy for Annuals: 1) Get a written estimate for the Inspection portion first which may include the typical oil change and filter and additional filters, boroscope exam;, gas cap O-rings etc called out for replacement at annual. Once the estimate has been reviewed; only then give the shop authorization to do the inspection including any agreed to work such as the oil change; boroscope etc. But no work is yet authorized beyond the agreed too inspection. 2) the inspection process is to provide a written list of discrepancies with estimates. The list is reviewed with the owner along with the estimated cost of parts & labor. The owner then decides which estimated items to complete. One of the things Savvy helps the owners with is sifting through the items that are truly required or strongly recommended (like the 500 hr Mag IRAN) from the optional non-required items like cleaning fuel injectors or more commonly avoiding a full top overhaul when only one cylinder needs to come off for repair. Savvy also work with the shop to give you options for repair - such as getting you estimates for repairing your part, overhauling your part or replacing your part etc with different cost and downtimes. 3) Only then the shop is authorized to perform the work agreed too by the owner and the shop provides an estimated time of completion based on the repairs. This leads to minimal surprises where everyone is satisfied and work gets done according to estimated cost and schedule. If a shop won't abide by these very simple terms, Savvy won't use them and neither should you! Many owners learn this the hard way but manage to learn how to do this on their own. Others whom have very little understanding of their planes maintenance requirements or just wish to have a professional help and advise them continue to use the service. Regardless though, just following the same basic steps will keep knowledgeable owners from experiencing big unnecessary surprises.

SBP handled hundreds of us for the CAL Pilots Annual meeting; but I presume your concern is the restaurant there can't accommodate us all. Have you considered the Radisson's for lunch at SMX? That might be easier than going off field.

Is your electrical system working normally after the event? I also would not contribute the smell and smoke to a vacuum pump failure. And would be more concerned that an electrical issue caused that and the smoke was sucked into your gyro's suggesting they will need servicing too from contamination. But I would not expect the smoke alone to cause the vacuum pump to fail either; unless some debris somehow came with the smoke and got past the filter which seems very unlikely. Let us know what your tech finds. Your GNS430 WAAS upgrade is surely unrelated, they just forgot to re-configure it the same way it was before the WAAS upgrade to properly talk to your AP (each port has to be properly setup for what its communicating with such as your AP.) Once they fixed the configuration issue it was fine.

The parts are in the IPC, the problem you will discover is that the all of the parts beyond the a couple master cylinders and 4 hoses, are all Mooney specific parts. You'll either need to find a salvage yard with a mid-body dual brakes (your cheapest route by far) or get them from the factory.

I owned both a 231 in the past and currently a 252. Hands down I would go for the TSIO-360-MB conversion that includes the 252 cowl w/ infinitely adjustable cowl flaps and dual alternators. Very valuable features in my mind. Plus the two blade prop is the better performer in cruise and especially for glide. Its a true turbo engine installation with a critical altitude of over 23K using a real hydraulic variable absolute pressure controller; it makes it the superior high altitude performer by a longshot. The Merlyn pneumatic controller doesn't even come close in my opinion. Overall I think it looks like a great opportunity to get 252 performance on a 231 budget. Its just limited to the 12v system and no prop heat. Also pluses to me are the Bendix-King AP which I find are superior to the Century 4. Plus it already has the GTN navigator. Its just needs a modern engine analyzer and 1090-ES transponder for ADS-B compliance. Plus as Marauder mentioned, I'd also want a WX500 feeding the GTN; especially in a turbo. Just my opinion as a past 231 owner and over a dozen years with a 252.

Would love to join you all, but I expect we'll be out of the country on our annual winter flying safari for another week at least.

We'll have to see what the insurance companies have to say about a pilot without at least a 3rd class operating an aircraft with a service ceiling well above 18K. I expect to see them address it in some form ranging from your insurance is void without a medical if operating where one is required to requiring a 3rd class medical to operate turbo AC. On the otherhand, probably more likely, they will put Turbo pilots in different risk pools based on having a medical or not; and charge different rates. Thus without a medical your rates could be higher but probably still insurable would be my guess. But we'll have to wait too see. Currently, there are no exclusions I am aware of flying with an expired medical or even annual and losing coverage. As I understand it, as a named insured you are always covered till they cancel you. As far as the FAA is concerned, I would expect that to be treated as a violation, not an emergency. I am sure they look at it as you still had the ability to turn around and land and if forecasted as such you shouldn't have been there. But the reality is the FAA will likely never know until something happens to cause them to get involvef.

Hi Miguel, Mikey is the other 231 new owner that has the same Turboplus spoiler. But after re-reading the thread he didn't have the AFMS POH supplement. But I would suggest you contact him through a PM, since the thread was a month ago, in case he does have some maintenance info on them. Not likely I am afraid. See http://mooneyspace.com/topic/16962-turbo-plus-speed-brakes/#comment-242535 and his profile is at http://mooneyspace.com/profile/14506-mikey/

There are two separate Mooney drawings to make the Encore Gross Weight increase. You can get them both from Mooney through your favorite MSC at a nominal cost. First is the dual puck brakes upgrade which includes calipers, spindles, master cylinders, rotors, middle and inner gear doors and some other Mooney misc parts. The second drawing is to mod the engine from the MB to the SB configuration which is easier than the brakes. It requires a fuel pump, controller, prop governor plus some more misc parts and then some additional Mooney airframe parts which are control surface balance weights for rudder, elevator and ailerons. Also some some imstruments need to be re-marked for different redlines and vspeeds including the IAS.,MAP & RPM gauges to complete the engine modification. Any A&P can do it. Its not an alternation, doesn't require an STC; the authorization is provided by the Mooney drawings.

Thanks for the suggestions Yves. I don't expect we'll get there till Dec 31st at the earliest and probably a little later. Too bad we'll miss each other and thanks it would have been nice to meet you too., We'll stick with Homestead for now and plan to check out the Roberts South FBO.

I don't have a pict to post but they are totally different than the Precise - no cartridge sits in the wing. Instead the single blade brakes lays flat on the surface of the wing and they are hydraulically activated to rise up into the airstream. Not as aesthetically pleasing to the eye sitting on the wing but appear as if they would be less likely to stick coming down compared to the Precise; except it too can get iced over just as easily. Sent from my iPhone using Tapatalk

Miguel, There is one Mooneyspace user here that also has them. He just got his Mooney recently and posted a thread asking about both Turboplus Speedbrakes and Intercooler. His user name is a synonym of Mike. I don't know if he has any documentation on them - I got him the Intercooler doc's. If you can't find him and the thread I can when I get back in a day or two. At least his still work. Sent from my iPhone using Tapatalk

Which manufacturer - Mooney or Turboplus? It would have to be Turboplus in Murrieta, California. I just recently got similar documentation on their Intercooler for a client, so would be very surprised to hear they don't have it for their speedbrake. They are very rare - only seen one installation so far. Sent from my iPhone using Tapatalk

Hi, The thread on tips for going to KEYW inspired me to post this. Looks like there are lots of you that could give us some good suggestions on how to visit the Everglades. We're heading to KEYW ourselves from southern California and expect to be in Southern FL right after the new year and thought we would make a stop to visit the Everglades. We're not sure if we'll have one overnight to spend there or two nights because we really have a firm date we want to be at KEYW by. We're leaving early to ensure our KEYW date and if all goes well we'll have some extra time to sight see at both the Everglades and Key West, So given the time constraints, would you recommend coming into Homestead X51 and we assume rent a car there to travel in or do you think it would be just as good coming in from KIMM or MKY or even X01. X01 is very doable if the weather but I assume we'll need a car from either the Gulf Coast side or Homestead and that likely limits us. The Gulf side is more appealing since its on the coast, but we're assuming we'll get a better Everglades experience from Homestead? Our interest are scenic tour, seeing wildlife, boat tour, and getting some exercise hiking etc. Thanks for any suggestions.

The repack fee quoted above is just the BRS re-pack fee for the unit. Thus it won't include removal and re-installation on the airframe which will add substantial cost. The Cirrus re-pack includes quite a bit of canopy work since it has a nice clean and essentially invisible install - i.e. very pleasing esthetically since it was designed that way. If you browse the C-182 installation instructions you can get a really good idea of where the problems will manifest right away. In the Cessna, the forward straps are conveniently routed from the chute out slots through the rear window and secured to the wing that carries the load of the airframe. I am skeptical that the top of the cockpit steel cage would be strong enough and would imagine a much more costly routing down the sidewalls to the wing spar. Regardless though the move invasive the routing of the harness needs to be to get to strong enough attach points the more expensive both the install and 10 yr re-pack become. Since our low wing Mooney was not originally designed for this like the Cirrus was, I can easily imagine cost being higher than the Cirrus. The high wing Cessna with a rear window has retrofit advantages that the low wing Mooney simply does not. The big cost to get going initially might very well be the extremely expensive testing program since it can't help but severely damage airframes.