kortopates

True, the high wing Cessna's really don't have this issue. As an example, the late 70's era of C210 POH's don't even mention need for vapor suppression with use of boost pump. It is a low wing issue for the reasons you stated. But in my opinion not enough pilots take the threat seriously. For every low wing continental powered aircraft with over 200+HP, except for starting, priming, switching tanks, the low boost pump is for vapor suppression while the high boost pump is for a engine driven pump failure.

See the thread “MAG 500 hrs shops”. I prefer Aero Accessories in Van Nuys. Sent from my iPhone using Tapatalk

They were still selling conduit and cable pretty recently, so i expect they still do. Getting it from them will be a big time saver but i am sure the materials can be sourced elsewhere much easier than the actuator boot. My boot is older than yours but still in great condition. Sent from my iPhone using Tapatalk

You mapped the equipped list by reference number to CAR3 to look up everything? the only equipment directly listed in the TCDS are ones with part numbers for things like vacuum pumps, governors, carbs etc Sent from my iPhone using Tapatalk

I see vapor lock issues at least every other week with my Savvy work. It doesn't usually bring down planes, but it often causes a pilot to abort the climb and return to base due to a partial power loss. I am sure you've just forgotten the Cirrus POH procedures since they're much bigger on the boost pump than Mooney's POH's But for sure, the IO-550's and especially the turbo 550's which are more prone to vapor lock issues are used by 3 airframe manufacturers (Mooney's, Cirrus and Cessna's). Yet I think I see fewer issues with the Cirrus pilots because ALL 3 Cirrus POH's (NA, TAT and TSIO-550) all say to use the Boost pump in climb and then to leave it on for 30 min after reaching cruise, or keep on above 18K. Whereas Mooney and Cessna say to turn on above 9 or 12K (DA). But of course pilots forget to use the boost in climb and or aren't thinking DA either and delay. The Cirrus fuel set up is even done with the fuel boost pump ON since they recommend turning it on throughout the entire climb. I don't believe its ground temp so much that leads to it, but higher CHTs absolutely helps induce it from the added heat radiating to the fuel injector lines. But we still see it in summer even without hot CHTs so its not the only factor.

Don't be quick to assume that actuator is the problem. The conduit that carries the cable is much more likely to fall apart before the bellows. If yours haven't been replaced yet, I can't imagine how they could be still be fully functional. They fall apart with age. You have to drop the belly pan to see everything, but you merely need to get under the gear to check the integrity of the conduit and cables.

I’d also make sure it’s the richer of the approved part numbers. They’re available OH exchange from Spruce. Sent from my iPhone using Tapatalk

how many years since last overhaul? The seals/gaskets tend to be be shot and leak after 10-12 years, depending on the environment. Sent from my iPhone using Tapatalk

You are correct. The video is for the Permold case, such as the 550’s, which is a different coupler than the ones used in the 360’s. It’s also the 550’s that suffered from incorrect installation issues - not so much the 360’s. Sent from my iPhone using Tapatalk

No! if it’s too tight right after they replaced o-rings it’s to tight! If it becomes too tight a few months later after being parked on the ramp the inner shaft needs lubricating. Some triflow will correct it or even some motor oil off the dip stick for lack of anything else. Sent from my iPhone using Tapatalk

Field elevation and typical density altitude are critical elements to the decision here. Suggest pulling out your POH, checking the performance table and adding from a 50% to 100% buffer while your gaining proficiency in the plane. But start with a Mooney proficient instructor since the length gave you pause. But the landing distance for all the longbodies is the same for the same weight. Sent from my iPhone using Tapatalk

The extended tanks don’t empty until the main tanks are down to half full or ~18 gal. Therefor when ever you add fuel to the mains and bring a tank above half way, some of the fuel will run out into the extended tank. It takes some time for them to balance out. Sent from my iPhone using Tapatalk

It comes from the MAPA Safety Foundation PPP’s - all participants get a copy. Sent from my iPhone using Tapatalk

[mention=12280]wombat[/mention] If you need 27” for the traffic pattern down wind you probably have a leak in your manifold pressure sensing line; especially when high manifold setting are fine but but low ones aren’t. To be sure check what your idle manifold pressure is at idle rpm. Sent from my iPhone using Tapatalk

When you get it re-weighed you can help insure and accurate weighing. Don’t show up with a lot of fuel, come in as empty as you can so it can be weighed after draining the tanks and just adding back the unusable fuel in each tank. A lot of error can can be introduced calculating out a non-precise amount of fuel on board otherwise. Sent from my iPhone using Tapatalk

Just noticing the Agenda for IX is still actually last years agenda.

I fly out of the #3 busiest, MYF in San Diego, and in IMO the #1 issue is students pilots flying their big wide and long 747 patterns. I know why they do it, but their CFI's should be pushing them to higher standard to get comfortable with a standard FAA pattern between 0.5 to 1.0 wide from the runway. I can't blame it entirely on student pilots though since I've read here on these pages that some Mooney pilots don't think its safe to bank more than standard rate preventing them from keeping their Mooney within the FAA pattern guidelines - sad . Truth is they have it totally backwards since its the long extended patterns that prevent a safe continuously descending pattern to the runway and instead the extended pattern is forcing them to pull back on the yoke so as to not get too low leading them to getting to slow in level turns.

The carb would have been OH at time of last engine OH. That would give you the age of the carb. Sent from my iPhone using Tapatalk

Getting a ‘fair’ settlement, absolutely. Being made ‘whole’ is probably an illusion. But in this case the rotorcraft has no insurance. Although the other colliding airplane may or may not be responsible it could take a long time to determine who’s responsible for what portion of the Mooney’s losses. Meanwhile the Mooney owner is out his plane and the only near term option is arriving at a settlement with his insurance. Sent from my iPhone using Tapatalk

I once saw an underwriter, USAIG, go over the insured hull value, but only because the owner had asked for a sizable increase in value after a major panel upgrade. But the owner’s request to increase hull value had gone unanswered for a number of months despite having submitted receipts to substantiate. In this case, i thought the insurance company did the right thing by paying out more but not nearly the full amount. I felt they had some obligation to do so since they let the request go unanswered for so long. I imagine there is a scenario by which the owner could sue the parties responsible for additional losses beyond what are recoverable from his insurance. But obviously the insurance companies have first rights to collecting their losses first. Plus i imagine they can add their own subrogation expenses to what they sue for leaving little if anything for the owner to argue for. Clearly only the lawyers make out in these cases. Sadly we can all learn something here by the need to adequately insure our planes. But there are disadvantages to over insuring as well. There is a point where damage is severe enough any owner would prefer to get a check to go plane shopping rather than rebuild one so broken that not only will take a long time but after being fixed the damage stigma will significantly decrease it’s market value for a long time. Sent from my iPhone using Tapatalk

Maybe they have a bit more leeway, but in my SOCAL airspace if a loss of IFR separation occurs, it’s not up to the controller. it’s an automatic system notification and it’s either the fault of the controller or the pilot. The supes passes them on to FSDO whom reviews them and may talk to the pilot. But typically the supe will have the pilot call them right after the incident and with a proper response it can end right there - there are a number of situations such as going missed that a good explanation will get the pilot out of trouble but some such as deviating in excess of two hundred feet of your assigned altitude in IMC isn’t excusable. I’ve given remedial training for latter. Sent from my iPhone using Tapatalk

Very cool, i do these for my instrument students at the SOCAL TRACON every semester. My next one is in October. That’s a bummer they have to apply IFR separation to VFR practice approaches since it’s makes them harder to get or adds delays. If they still take all the VFR shortcuts procedurally not following all the IFR rules it makes you wonder why bother. But i hope when the pilot screws up and there is a loss of IFR separation the VFR pilot can’t be deviated- i.e. IFR separation is more of a goal than the rule. Sent from my iPhone using Tapatalk

Sounds all normal. Is the pilot new to his Mooney? Your Mooney transition CFI didn’t help with this? Sent from my iPhone using Tapatalk

It’s not the original Mooney tach, but an alteration. I’d check aircraft records - probably installed a long time ago. It sorta look like a tach except for 60 min at top with quartz suggest more of a clock. But if it’s a tach, i’d expect it to be showing RPM and can’t tell from the pict. Sent from my iPhone using Tapatalk

I fit 2 high end carbon fiber mountain bikes in the rear of my K, like Erik says above. My aren’t folding bikes but full size. But rears seats are folded down flat to make a cargo area. Erik didn’t say if he has to fold down the rear seats. That mike be your biggest obstacle. Folding rear seats weren’t standard till the 80’s. although an STC did exist for some models including the earlier K. Sent from my iPhone using Tapatalk