kortopates

Looks like 116 KIAS/133 IAS (mph) which is within 3 kts of what I caluclated above from the MAPA data. But since you have a '70 C , its not an issue for you, nor any Mooney from '69 on since your Vno doesn't start till 175 mph - nice!

I have this one http://www.p2inc.com/audioadvisory.asp and am very happy with it. Pulling its breaker is the simple way to turn it off while doing slow flight, and stalls etc. with gear up.

Quote: flight2000

Greg, you need to find out what's on there now and then see what your options are. You can start by looking at the TCDS. An overhauled unit is cheapest, but I prefer new and preferably a model like Tempest Tornado if your using something like my 216CW, another good option is Sigma Tec and then Rapco provides new replacement and O/H pumps. Sticking to the current model, or a direct replacement pump, will eliminate having to make any plumbing changes.

Frankly its well worth it for any owner that wants to take an active role in their planes maintenance and you can save your IA some time and it will help you plan instead of being surprised. Its a big job though without the benefit of the commercial s/w that automates the search, but you should have a list from prior annuals to start with. Keep in mind though that finding ADs for the Mooney airframe and engine are the easy part, the hard part is finding is all the appliance AD's such as prop, governor, radios, AP etc, there is even an ignition switch AD. Its also suggested to include important SB's such as Mooney's infamous M20-282A no-clutch back spring for every 1000 hrs. The preferred approach is two create two lists or two worksheets as I do in one spreadsheet with one for recurring ADs and the other for one time or non-recurring ADs. This way the only the recurring ADs sheet is being updated with new compliance dates yet both will get new ADs added to them as they come out. The columns to use are in bolded are (with values in parens): Type ("Once", or the time interval (e.g. "100 hr"), or "NA"), AD No. (i put in the URL to it e.g., 85-23-07 ), Effective Date, Description, Applicability (what model or serial # a/c it applies too), either "One Time" or "Recurring" (values are NA or C/W date, or Every 500 hrs Last C/W date), and Action (description of required action and method of compliance). Many IA will sign ieach entry with the action, but that's not necessary since the IA's signature of compliance is already in the log book so just need to make sure its easy to find in the log book which contains the method and signature of compliance. I know there are some IAs here which can give some additional advice/help.

My wife who is 5' 4", found the 3" extensions essental. Still she is all the way forward and has a slightly bigger challenge scanning all the instruments IFR as compared to most of us sitting a little further back. We have fully articulating seats, but without them she also needs a seat cushion which is less of an issue. Being 6' myself, I don't like the extensions, so she has owned the left seat ever since . But what's not too like if your the only pilot in your family. But seriously, strongly suggest you find a Mooney owner within visiting range with the rudder pedal extensions you can at least sit and verify you have full rudder/braking range and you can see if your view of panel is still adequate - as I think you're proposing to do in your post and sorry I am so far away or I'd offer. One of the other challenges to consider with the seat fully forward is changing fuel tanks in the vintage models. But as long those basics pass I am sure you'll be very happy in a Mooney.

Definetly a replaced AS instrument, and not really the correct model. You have an AS intended for faster airplane since both your yellow range and redline should be above the TAS wheel - not within it. But the regs only say what markings are required (e.g., Vso, flap range, normal range etc) and that they be conspicuously marked so as to be clear and obvious and that is why the proper AS is designed to have the yellow arc and redine above the TAS computer wheel - not in it. But not a big deal if you're happy, but it would drive me nuts looking at it; especially if my cruise speeds fell below the TAS wheel at altitude which I imagine may be possible since half of the TAS wheel is in the yellow arc - a place I never visit. YMMV. But as long as your satisfied, don't let me convince you otherwise.

Yes, the odd-even rule applies to IFR as well, but exceptions are very possible since they own the airspace. It comes down to the needs of the controller in avoiding traffic and what the pilot can negotiate with ATC (e.g., wanting to fly at MEA or MOCA or minimize exposure to icing etc.).

Quote: Hank .....Turned out the safety wire on the filter was grounded out. New wire, more careful approach with the pliers, and everything has been fine.

Actually, on the TSIO-360's, the primer puts fuel into the intake manifold and its the high boost that put fuel directly into the cylinders (assuming the mixture is forward, otherwise you're just pressurizing and recirculating the fuel as you pointed out which is a good thing to do and recommended by TCM prior to a hot start, yet they recommend only long enough to pressurize). You should also see some additional improvement in starting if you wait 30 seconds after priming to let the fuel vaporize in the intake manifold a bit. I wonder if ehscott ever got his/her lack of boost problem resolved. I'd consider 2.5" below full boost a serious issue if this is all you can get at take off - full boost is 36" on the 252 (not 35") and the turbo is barely working down low. Given they checked your Turbo and adjusted your fuel pump and I assume they adjusted the max boost set screw on the turbo controller and you kept mixture in to full rich at max MP -- what did the problem turn out to be?? Wastegate or ?

Very good advice to call one of the big engine rebuilders, yet I've seen there are some knowledgable A&P and IAs here too and since you asked about how much is too much etc you may also want to learn the official Lycoming position and their recommendations based on a quantitative analysis of particle size and number of particles from the oil filter as well as spectrographic oil analysis . Then see Lycoming Service Instruction No 1492D. Although it was written in response to Piston Pin Wear, its all all about guidance for metal in the oil. You can get it and good education on the topic here: http://www.lycoming.com/support/publications/service-instructions/pdfs/SI1492D.PDF Would agree you definetly want to find the source and the Cam and lifter spalling is a very common source of metal for a Lycoming engine that sat for periods of time. So boroscoping the cylinders (first easiest thing to do) and a a cam inspection might be indicated. Good luck!

To add to some of the above, this discussoin on ability to restart an engine in flight has a lot to do with the engines fuel system and whether NA or Turbo . A carbureted engine, like the C Model, will restart the easiest since it just needs fuel to be restored to the bowl. An injected engine is a whole different matter as the lines need to be presurrized with fuel. Although understandable that the Mooney POH discusses this practice with the C model, I am surprised danb35 reports his F model POH continues the practice given the added pucker factor with fuel injection. Pulling the mixture will keep the lines presurrized but running the tank dry exposes them to air and will complicate and potentially delay restarting. So I have always avoided this practice in fuel injected engines. A turbo engine adds the complication of altititude to restart. At altitude in a turbo, the mixture may be too rich to get it started above 12K as jluneth pointed out. A turbo POH advises it may take both the low boost fuel pump to clear the line and the high boost pumpt to get fuel to the cylinders plus waiting till below 12K to be able to start - thus possibly several minutes of the kind of excitement that George relayed above. Thanks for sharing that George.

Quote: HopePilot Whelen Par 46 LED arrived yesterday....

Quote: Kris_Adam .... I know if was on its belly in late in the 80s and was re-painted. I saw an ad for it at Oshkosh ('91 I beleive) that listed it as NDH. Quite interesting.

For those not aware of the ability to get your clearance before actually departing that kp couch brings up - here is a tip: You don't need to use fltplan.com to get a email or text. Just register with flightware.com (free) and you can set up email and/or text alerting for flight plans and more. You'll get your expected clearance soon as its in the system - which is 2 hours before departure if you file with a DUAT provider. Very helpful service! I echo jlunseth and kp couch comments and would add that although holds are very rare in center airspace they are not that ununusual in busier tracon airspace such as in my socal area. In fact whenever we have benign IFR day on the weekend due to a thick marine layer, lots of local pilots will be up flying approaches for practice and ATC will have the planes stacked up waiting for their turn at the approach. And to add underline the comment on how important it is to know how to use your GPS well, being very comfortable with the OBS feature should have you scratching your head why some feel they need a capability to enter holds into their GNS430/530 - what could be simpler than pushing OBS with the holding waypoint your next fix and turing the OBS/HSI to the inbound course?? have fun!

Bret, Its very common to have leaky vacuum lines. You might even find some rotted hoses. So after checking for vacuum at the gauge then be sure to rule out leaks before adjusting the regulator; especially when you see significant drop in vacuum all of a sudden - which you won't be able to notice though without a gauge.

A couple thoughts on the written... Although it maybe frustrating studying for written questions that may seem out of date because they lacks some of todays most important NAS capabilities - I wouldn't let it get you down. Just keep it in perspective that the written is just the minor one of the two main hurdles needed for price of admission to the DPE to get your ticket. Afterall, there is really nothing on there that isn't still in use and thus applicable. Even the ancient ADF is still in use to the north (AK) and south (MX) - right? But its pretty much guaranteed these days you'll get your opportunity to discuss the modern NAS issues not covered on your written during the oral portion. Such as the capabilities, limitations, pre-flight differences between the TSO C-129 GPS and the TSO C-146 GPS; as an example - even if your plane has neither. Which is all the more reason to wrap up that written as your first priority so you'll be able to concentrate your time learning to fly the procedures and all the other important practical matters needed to exercise the ticket that you'll be learning eventhough they're not covered on the written - including basics like can you file IFR to an airport without an instrument procedure, can you fly a GPS procedure during a GPS NOTAM for unreliable service etc. etc. (Be sure not to be one of those students that complains about the written and cries fowl when the DPE asks them about current issues like this because it wasn't on the written!) Its all good, its all learning and hopefully that makes it all fun! Same for the A&P exam and practical. I'll confess at the start I thought what a waste of time to learn about wood, frabric and radials given my interest was sheetmetal and composites when I did my A&P - but actually they're just as essential as turbine engines are given how many examples are still flying today and the fact that the A&P privileges allow you work on any aircraft. But yes, there is no new technology their either. But highly recommend it for the pilot that wants to be knowledgeable of the airworthiness of the the plane they fly. Of course, YMMV.

I watched another Mooney CFI lease his 231 back to our local club at MYF and he was very successful maintaining a personal relationship which began with a checkout he personally conducted. But it wasn't enough, his beautiful Mooney was in the shop 3 times in a 1.5 years due to prop strikes. So from that experience, our club was ready to ban Mooney's without more stringent currency requirments than our annual BFR requirement. So although having people you know and trust is one thing, I would suggest verifying recurrency with some limit such as 60-90 days between flights before requiring a ride with an instructor or yourself. Providing incentive through a minimum 1 hr per month on a block rate might be a helpful way to encourage it as well. I'd also suggest other constraints like not allowing touch & goes to reduce greater exposure to runway incidents. My point is not to suggest how to rent your aircraft but to suggest being comfortable with the people you rent too is not enough in itself and suggest developing some rules or operating procedures that reduce risk from lack or currency; at least for low time Mooney pilots. Maybe that's what you already meant by expressing your "expectations" to them. For someone that doesn't have any Mooney time, 25 hours is lot to require given typical clubs such as the one I am affiliated with only requires 10 hrs for almost all retracts and 15 hrs for a presurized Malibu. But getting them on your policy for a 10% premium seems like the way to go - the big benefit of clubs is that members don't need to buy expensive rental insurance upfront but do instead pay small monthly dues to cover such cost. I notice not that many clubs publish their rental rates, mine does which is a good comparison for a club that charges less than $30 a month in dues for access to their fleet and is viewable here: http://www.plusoneflyers.org/fleetlist/ if that helps. Your local equity club's older Cessna rate was about the same as ours ($90), but their Saratoga rate is $52 an hour less than hours ($192/hr wet). Go figure, but our Saratoga doesn't fly much either.

Regarding the gear up deduction. I am of the same mindset as Richard. If the plane had the typical belly landing with non-structural damage to the belly skins. a few fairing etc. and all damage was replaced with new parts by a skilled and reputable MSC and then had been through several annuals to allow time for any unexpected damage to appear and be taken care of then I am not getting why the plane should be discounted; especially for 11%. I am not seeing any need for stigma for a plane with new parts and a proven repair over time. I would see need however if somewhat shoddy repairs were accomplished utilizing bondo and not replacing all visible signs of damage as that is an entirely different situation. However, since Randy reports the Mooney factory did the repairs I'd be very comfortable yet would still examine the logs and the a/c to be sure.

I think David's insurance expectations are unreasonable for the block hours arrangement. Every pilot needs to be a named insured on the same owner policy; especially given the rental relationship. See what your underwriter or agent has to say as I am no insuarnce exppert. However, given how busy you are right now with the birth of your son, why not check out the local flying clubs at VNY's for poetntial lease back? Google shows several and at least one member owned club at VNYs. A club may provide you the least hassle and safest means to subsidize your aircraft ownership without giving up control permanetly to a partnership - unless that's what you prefer. As for all the comments about how underpriced your potential rates are, I have two comments. First till the insurance is a known quanity in the equation the rates are pretty meaningless to a prospect pilot; which a good reason to go the club route. Secondly, here in southern california we have flying clubs at virtually every airport providing very competive rates - apparently much cheaper than in other places in the country. Google again shows that at VNY one can rent a 2002 172SP for $100/hr wet, and a 300HP Saratoga for $140/hr wet; and the latter with a GNS530 - that was just one club. But as an equity club it probably has the best rates on the field.

Starting sometime in the J's, the factory used a fiberglass dorsal fin to cover the 121.5Mhz ELT antenna. Mooney has provided SERVICE INSTRUCTION M20--116 for installation of the Airtex 406MHz ELT. To my knowledge this is the only 406 ELT installation that is approved for under the dorsal fin mounting since you have to use an approved antenna for the specific ELT. I would love to hear if anyone know of any others; especially the cheaper ACK 406 ELT. Yes the antenna will be more horizontal - I beleive at a 30% angle as installed. But if you've ever been to the site of any off airport plane accidents you'll be more concerned coming to rest non-upside down orientation so as to have a chance of getting an ELT signal out. But that's also why you all carry you Personal ELT and survival kit with you too - right?

I'd look at Jimmy's latest valuations for the J which just came out in the current issue of the mapa log. But for rental rates those look competive given down her in San Diego, Arrows rent for between $120 (without GPS) to $138 wet w/GNS430 in the club I instruct at.

Couldn't agree more about preferring the turbo. You shouldn't see much of an issue with the summer heat, but when it is real hot, just be sure to climb a bit faster than Vy as you climb up to cooler air. Also, don't throttle back ot cruise climb - you should see your engine will climb coolest at full power because its set to run richer at full power. Throttle back and you'll see temps go up significantly. In cruise, temps actually are harder to keep cool up higher because of the thinner air, but don't hestitate to open cowl flaps when you need too. When I flew a 231 before my 252, I hated to open them because of the speed penalty but engine longevity really prefers CHTs below 390-400 so use them as needed. Many 231 owners get their cowl flaps adjusted so that they open more in the "in-trail position" so that they don't have to fully open cruise. In the 252, I can micro adjust electrically with essentially no speed loss. But if you normally cruise at about 65% power (10GPH) you should be fine temperature wise. I've had no problem taking off with DA's well above 11K at max gross wt. The K just takes longer to accelerate to Vy than your 201 did, but once there you'll get the same climb rate to your critical altitude (about 17K in your 231 and 23K in my 252).

No fair bragging about ground speeds - its TAS that matters! But if you really want to see what that K can do, you really need to get up another mile or more higher and really take advantage of the increased TAS you'll get at about 2 kts/1000' and the typically stronger westerly winds when headed west like that. Enjoy!

Luc, The engine need not be running providing you have electric standby vacuum for the gyros. Per your AFMS for the KFC150 that should be in the supplement portion of your POH, Section IV - Normal Procedures, (pg 22) Preflight test Step I is "GYROS - - Allow 3 to 4 minutes for gyros to come up to speed ....." the A/P won't be able to pass its preflight test without the gyro's working. If you don't have it or don't have access to it while its in the shop, you can download a copy of the King 150 series AFMS for the J & K Mooney models from the Mooney factory website - or PM me and I'll send up a copy.