kortopates

Love mine - a great replacement for the Mooney clock that also provides a much needed CO detector. The added features for DA, OAT and Cabin Altitude for high flyers are a nice plus. The only downside is every 5 years it needs to be returned for a new CO sensor but that's to be expected. Sent from my iPhone using Tapatalk

I use my mini iPad for approach plates and prefer to be able to use it exactly where I previously placed my paper plates - on the yoke. For IFR work I think it's vital we don't try to look down at our lap because of the ease of inducing vertigo. For VFR use, I don't think it much matters where you mount it - except for one thing. I would encourage all pilots to seriously consider the crash worthiness of their iPad mounting system and avoid creating likelihood of a projectile to their head or a passengers as well as minimize likelihood of punctures to their chest. It would be a shame to otherwise survive a multi-G off airport landing to only succumb to death by iPad or even be blinded by one Sent from my iPhone using Tapatalk

Actually our Mooney's will enter a spiral in mere seconds without something to keep the wings level. Try it sometime. I would therefore assume a large commercial ac like the 777 would have systems to keep the wings level till commanded otherwise by pilot input? Sent from my iPhone using Tapatalk

If that's all you want,check out FltPlan.com for your iPhone and iPad. It has all approach plates for US & Canada; VFR Charts for US and IFR charts for US, Canada and Caribbean and much, much more including performance based flight planning - all for FREE.

That's bad news to hear that. I just had mine rebuilt by them to the new -513 spec for less than half the cost of buying new and they essentially sent me a new one. So try and locate a core if you lost yours somehow. Keep in mind the shaft holes used to pin it to the attaching lever arm have doubled in size with the -513 spec and you will need to drill out your old lever arm accordingly and use MS16562-33 pins to attach. Good news is that will make your old lever arm like new w/o buying another $350 part. Sent from my iPhone using Tapatalk

That's not what's being reported. Prior to today, they only said it was deliberate because of the magnitude of the turn and they assumed the FMS was involved since they seemed to know Beijing was previously programmed. Today, they are reporting that the 1:07am ACRS message indicated the new course to the west was already on the FMS; which was ~12 min prior to their good night radio transmission. Note that apparently the source of this new info did not specify they got this from ACRS, only it was done at least 12 min prior. But others are saying that timeline matches the earlier ACRS msg and there would be no other way for the ground to learn that info. If this latest new "fact" survives it will take the investigation back to a pre-meditated mindset. Personally, I previously thought it was a catastrophic failure before but was skeptical of fire only because there should have been lots of ACRS messages denoting temperatures excursions and then fire before it could have failed due to the fire. Also it's hard to imagine that a fire that is so quickly debilitating could also allow the plane to continue to fly for another 7+ hrs. Sent from my iPhone using Tapatalk

Newer pilots and rental pilots tend to wear out tires and brakes pretty quickly. But once you learn to stay off the brakes and use aerodynamic braking you 'll be able to get years out of your brakes and tires; assuming your field has a reasonable length runway. I always have my clients simulate the short field landing on flight reviews to save the brakes & tires. You can almost always Save the brakes till you've slowed down considerably and about to get off the runway. Sent from my iPhone using Tapatalk

Until the last couple of years there wasn't any approved sources for rebuilding the Bendix King servo motors - but now there is at least one. Can't recall the name but you should be able to find them on the web. Personally I would try to find one and send it and the trim servo unit to AP Central or King Avionics or one of the other shops that repair them. Most of them can't repair a bad motor though unless they're going through another shop for the motor. When I had your problem back in 2008 I finally found a serviceable unit at a salvage yard. Sent from my iPhone using Tapatalk

Correct, it doesn't have to be hitting the ground. Keep in mind what we see on the display is a composite of multiple radar cuts at different angles. The preciptable moisture reflecting the radar could be any altitude and could be virga as you suggested. Second point, what products you get depends on your data plan and lightning strikes is certainly an option. However satellite wx only includes ground strikes showing a mature TRS unlike our onboard spherics devices that include cloud to cloud showing a developing TRS and even convective turbulence before lightning. Sent from my iPhone using Tapatalk

That's a painful experience! I went through 12 yrs of ownership thinking it would never happen to me and then I got bit after removing two 29er Bikes out of the back and didn't notice I hit the switch. I am pretty sure it won't ever happen again after that painful lesson. Plus I really like the lights in the evening. Sent from my iPhone using Tapatalk

I guess if you could change the single alkaline battery without R&Ring the clock it would be real easy. But I probably took 1/2 hr doing it. More recently I've replaced my Mooney clock with a Guardian CO2 detector that includes a clock and some other features. Now every 5 years I send the unit in for a new CO2 sensor rather than replace its battery. Sent from my iPhone using Tapatalk

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.