kortopates

K's do, at least the 252's, not sure when they started, but they drain so little. 7+ years on an alkaline AA. Are you sure the power isn't just for lighting? Sent from my iPad using Tapatalk

The clocks run on its own battery. Good point about the interior lights, but they'll drain the battery in a weekend. Not sure, but the Encore model may have the timer on the interior lights to prevent that. Sent from my iPad using Tapatalk

Check out the age of your battery in your log book and read up on battery's in this article. http://batteryminders.com/prints/aviation/tac_concorde_still_excels.pdf Sent from my iPad using Tapatalk

I live in San Diego and was based at MYF for over 10 years and have since moved my Mooney to SEE. I'd be happy to help out with any specific questions you may have of the facilities or San Diego in general. Expect our marine layer to return around when you arrive. If it does, expect low ceilings to roll in at sunset. There is no TAF for MYF, but Miramar KNKX is only a couple miles to the NW and has one. Also keep in mind if MYF has a low ceiling, that SEE, just a few miles east is often still in the clear. But it's a very rare day or night when you can not get into MYF with both LPV and ILS (each with 200 & 1/2 mins). Sent from my iPad using Tapatalk

Here is a pic old and new Sent from my iPhone using Tapatalk

The exhaust gasket is a TCM 630365 or Superior SA630365. Spruce now stocks the complete line of Superior parts and will have them - you'll need two per cylinder. The blow proof ones look intriguing but I don't know if they are interchangeable. Your Gascolator gaskets will depend on which one you have as Mooney used a few. Mine uses an Airight. Suggest you call LASAR or SWATA being closer to you and they will be able to send you a set or tell you what to get. FYI, My AiRight uses 2 0-rings, the larger one is a fluorocarbon M83248/1-137 and the smaller one is a MS29512-5. To my knowledge, they're not available from Spruce but from many other outlets - just google the part #'s. Sent from my iPhone using Tapatalk

Frankly, I think you'll have a hard time convincing the local FSDO that was indeed a lost comm event. However, in my 24 years of flying IFR, this is very common discussion point among Controller-Pilot meetings and at least for the SOCAL Tracon where I am based, they have been entirely consistent in advising that once put on final or told you to intercept final, that upon passing the FA, we were good to contact tower and just let tower know we handed ourselves off if they haven't released us by then. But if we weren't yet on final we were NOT suppose to sequence ourselves in - for the obvious reasons. After re-reading the OP's description of the event, with the visual expected, I too would have contacted tower and explained the situation to tower while monitoring ATC on the other radio. But, what the SOCAL Tracon finds acceptable may not be the case everywhere and frankly what I would recommend to the OP is to simply get on the phone and talk to a controller at the specific facility and ask them what they wanted you to do. I guarantee they'll welcome the opportunity to discuss it with you; especially offline. You've already heard a variety of different positions that really don't compare to the one that really matters: your specific TRACON or facility. The thing we really worry about though in my area, is that often an extended downwind vector can take us uncomfortably close to terrain we won't clear. On an IMC day with a congested frequency it sometimes feels like we're playing a game a chicken with how close they're going to let us get. The really good controllers will even say "If lost comm by x miles, turn southbound to intercept final" - but not all of them. But they've always come back before we were a mere couple minutes from disaster. But seeing the red terrain grow on the panel is an attention getter!

Have you simply considered trading in your 730 for the new 830 color display which also includes a USB plug on the display? Its 1 AMU and they were offering a $200 rebate check bringing it to $800. The 830 is much improved over your older 730 and could be mounted vertically next to your 730 now or horizontally likely using the hole of the 730. But I would flush mount it to the right vertically with their flush mount kit. Also while you're at it, I'd discard the Fuel Flow display mounted on your pedestal that is out of easy viewing range, and wire your fuel flow transducer into the 830. Then you'll have room for the Davitron - if you want. Just some thoughts on your quest to clean up your panel.

Looks entirely legit to me and much more common that you may realize. I think many of you may be confusing the EXPERIMENTAL market with the certificated world. The experimental guys eat this stuff up. But it's not cost effective for the certificated world to try bring this fire damaged engine back into certificated airworthy status. For example, in addition to the dimensional and cracking inspections, all heat tempered materials would have to have their hardness verified through Rockwell hardness test and/or eddy current test. So probably no real core value at all in the certificated world. But to the experimental guy, the engine looks like it has seen minimal fire damage and thus would make a good core for rebuild. However, heat damage may not even be visible. I am sure we'll never see this "engine" on a certificated airframe again, but it's actually very possible that parts from it could be recycled - it happens. Sent from my iPhone using Tapatalk

That is a very common spot for a minor leak after filling the tank. If we're talking about the same thing, you should be seeing small circular wet spot from fuel real close to the door - not even what is referred to as a seep but more akin to wet stain after fill-up. This is one of a couple screws, not a rivet, below the non-skid paint or (3M adhesive covering) that gets it sealant cracked from the normal flexing that results from standing on the wing there. It's often fixable without even removing the screw with some loctite sealant and even super glue. LASAR will fix it in a few minutes. If its really that bad, R&R'ing the screw with fresh sealant applied may be warranted. If your getting ready to get your bird painted I would second Scott's suggestion to get an assessment of the sealant to your tanks done before painting; you don't want to see your new paint needing touch up after a tank re-seal.

You'll definitely want an old one to make a mold of it - it is very shaped. Also a new one is much more rigid than an 10+ year one. I still have my old one.

Careful, that is a 252 & encore induction baffle, different from the 231. I recently got one from the factory last December. Sorry to hear I probably got the last one. Sent from my iPhone using Tapatalk

Are you saying YOU installed it or an avionics shop? That may be an issue since they only authorize Garmin dealers to install on certified AC. Either way though, you really need to give Garmin Tech Support a call to find out their policy (and perhaps fee) for transferring the STC. I assume they allow it since their are lots of used Garmin devices sold, but its up to them and not all manufacturers do. (For example Horizon does not, making their stuff worthless on the used market for certified AC and either STEC does not or is not affordable to transfer.) Assuming its transferable you can get the POH supplement (AFSM) from them directly. You use to be able to download a copy from their website directly, maybe you still can. Garmin contact info Monday–Thursday: 8 AM–6 PM, Friday 8 AM–5 PM Central Time (closed holidays) U.S.: 913-397-8200 U.S. toll-free: 1-800-800-1020

Before buying them on ebay I'd suggest finding out what manufacturing date is on them. Old ones may not be such a great bargain. SWTA has had the best prices on the Lord disk.

The EDS system by Mountain High was designed for portable systems where they provide the most advantage with small portable tanks.. With a 115 cu-ft tank you can carry plenty of 02 making them unnecessary complication to your O2 system. Instead, if you'd like to save $ on O2 and plan to fly high regularly, I suggest spending a few hundred dollars on a transfilling system. With that and a couple 02 tanks to keep in your hangar you can fill your tank yourself for a fraction of the cost an FBO charges. You can buy or lease a 02 cylinders from your local gas supplier. The last time I ever had to fill my tank away from home was from flying from CA to Central America rt and that's was with 2 people/pilots on board. I just don't see any value in an EDS system with a 115 O2 tank onboard - but that's just my opinion.

Although which type and band of cannula and mask you get is somewhat a personal choice, I'd suggest Precise Flights A5 flow meter as the best flow meter out there. http://preciseflight.com/general-aviation/shop/product/a-5-flow-meter-tubing/ You'll need a Scott oxygen connector at the input side of the flow meter and if you need them, you can get them here: http://preciseflight.com/general-aviation/shop/product/scott-style-connector/ Masks are a more personal choice, Aerox, Mountain High and Precise flight all have good ones; but I do like Mountain Highs newer design that does not need the the bag on the mask: http://www.mhoxygen.com/index.php/face-masks/face-mask As others have already said, get a pulseoximeter to monitor your 02 saturation and use it to keep your 02 level above 90%. Although there are many cheap pulseoximeter available out there, get a good one that is accurate and will last you a long time and won't break the first time you drop it is well worth the added money IMO; especially once you come to recognize they are essential equipment to flying in the 02 altitudes. Nonin is a recognized manufacturer for the medical industry that makes a good, accurate and reliable one for aviation that is reviewed here: http://www.avweb.com/news/aeromed/181936-1.html?redirected=1 I have an earlier model (Nonin Flightstat) that has been going strong for over a dozen years now.

I'll offer an explanation that may help what this s/w update really fixes: Recall with WASS GNS boxes such as the GNS430W and GNS530W, we have LNAV approaches where our Garmin boxes also added ADVISORY vertical guidance. These LNAV with advisory vertical guidance are LNAV +V and not to be confused with LNAV/VNAV or LPV. More recently, when Garmin added LP approaches, which are localizer precision approaches like LPV, but with out any real vertical guidance they decided to remove the Advisory vertical guidance for approaches that included the new LP minimums. They got a lot of hate mail from users, because the majority of LP approaches added where added as additional minimums to already existing LNAV approaches that our WASS Garmin box had been previously adding advisory vertical guidance to as LNAV+V. In order to turn off vertical advisory guidance on the LP, they also had to remove it from the original LNAV approach since your box has no way of telling which minimums you are flying to, just the approach. (Instead, the box tells you the most precise approach type it will support based on computed positional error as you approach the FAF and annunciates it in the lower left corner (e.g. (LNAV, LPV etc.) So what this fix does is bring back advisory vertical guidance to the LNAV approaches, as LNAV+V, (that lost it because they also had LP minimums) and added it to LP approaches as LP+V. This was and still is a nice feature since it provides a calculated glide slope that doesn't drop below any step down fixes but advisory only since the glide slope may interfere with obstacles below the MDA to the threshold. For example, often these approaches will have a vertical GS that is NOT coincident with the visual glide slope because of obstacles near the runway environment requiring you to transition to a PAPI GS from the MDA down. Lastly, LNAV+V advisory GS should not be confused with LNAV/VNAV approaches which do give you a true glide slope like LPV but also without the localizer type precision.

I love to listen to listen to music too while enroute. But personally, I think disabling the music muting function for when ATC may be calling you is a real safety of flight issue. That said, I do have a switch on my panel that allows the muting or not muting of the music for the intercom only - i.e. when anyone speaks on the intercom without transmitting. Perhaps such an arrangement would be worthwhile compromise for you without sacrificing flight safety. Sent from my iPad using Tapatalk

The reality is, no one in North America or Central America will care if you have the FCC licenses. Sent from my iPad using Tapatalk

Is there really any requirement in Europe for the FCC licenses and are you really certain anyone will even care enough to ask you for them? I have yet to hear of a country on our side of the Atlantic that cares so curious if your just being cautious or have a real need. Sent from my iPad using Tapatalk

The factory Hobbs or hour meter, gets its input from your factory Tach/RPM meter which gets its input from a Hall effect sensor screwed into your left mag - although you didn't say what model you have. Usually the hour meter will work as long as the tach is working. When my tach went out I replaced it with a Digital E.I. R1 meter that fits in the same hole as my factory tach. Its TSO'd and STC'd to replace your primary factory tach and connects to your ignition switch making for an inexpensive install. see http://buy-ei.com/portfolio/r-1/ Under $450 from Spruce and EI will program it with your existing tach time. Sent from my iPad using Tapatalk

Our MAPA Safety Foundation president, Ralph Semb, confirmed the Denver PPP will continue to offer both tracks this years as I described above. He suggested those registering for Denver that want to participate in the Mountain Flying Track let them know when they register or soonest to help them schedule instructors accordingly. Also look for a write-up in the MAPA Log shortly before each event, including the Denver event, that will provide all the details including hotel for the event etc.

Since "past performance is not necessarily a guarantee of future performance" I sent an email off to Ralph to confirm. But generally the details of each of these events are published in the Log by Ted a bit before they're held - which is quite aways off from now. I should hear back very soon and will share it asap.

Cost is $845, Value is Priceless! You can register and see more details here: http://www.mapasafety.com/registrations Correct, your get a signed off Sticker for your logbook for a BFR as well as Wings credit for both the ground and flight activities. Those that can satisfactorily complete the IPC requirements also get an IPC. But that's not everyones goal, as previously mentioned above, you'll have the choice of working on whatever you want too beyond the standard VFR curriculum, which could be IFR procedures, Night time flight or more VFR maneuvers such as emergency power off landings etc - just talk to your assigned instructor about your personal goals and needs. Everybody is unique. The only things we don't do are touch & goes and the actual emergency manual gear extension for those with electric gears which is discussed instead. (Some years ago we had more than one plane attend where manual extension cable was no longer airworthy and broke - much better to practice this on jacks during your annual when its a required check anyway.) There is also a reasonable fee for the optional banquet dinner that enables all of us enjoy dinner together and listen to a typically interesting guest speaker. One year our guest speaker couldn't make it last minute and we were treated to what I thought was the very best such presentation we ever had. One our students, a 231 pilot I had the pleasure of working with, was also the #2 guy at Ft Huachuca and gave us a very interesting talk on their work with UAV's and how congress had mandated the FAA to integrate UAV's into the NAS. It also turned out one of our Directors who worked for the FAA was involved in that project. It all made for a very memorable evening. So don't miss it!

I hope to participate at the Tucson PPP as an instructor providing we get ample signups. Last year we had a great turnout in Santa Maria, so I hope that continues again this year at Tucson. Regarding Denver and Mountain Flying, traditionally there have been two distinct tracks or courses available to Denver participants: - The traditional Mooney specific PPP curriculum of ground school and flight training that may lead to both a Flight Review (via Wings credit) and a IPC for those qualified. Two separate flights, VFR and IFR portions are done or you may elect to do one of your flights as a night flight segment. - or - - A Mountain flying specific ground school (all day Friday) and one longer flight session (Saturday or Sunday) that visits several of the mountain airports that may include for example Kremmling, Glennwood Springs (if your real proficient!), Aspen, and Leadville (America's highest airport). You'll not only talk about high density ops in the ground portion you'll get real world experience with a proven mountain CFI in your Mooney. The Mountain flying class is really an entirely different curriculum taught by local mountain flying CFI's and ideally suited for the pilot already very proficient in their Mooney wanting to get Mountain flying training in their birds and whom do not need the IPC. The Mountain flying course leads to a Flight Review only - it does not include IFR training.Those that have not attended a Mooney PPP or received Mooney specific instruction in their Mooney yet may be better served to attend a Mooney PPP first before the Mooney Mountain flying class but I don't recall any requirement to do so and think the choice is left to your better judgement. After all, the 3 day weekend is 100% geared to fulfilling your needs for training. But if you want to attend both curriculum, you'll need to attend two separate weekends.