kortopates

Quote: allsmiles I'm curious as to what xwind component does rudder fun out? Anyone know?

The referenced material is good for all Continental fuel injected engines, turbo or not, since the use of boost pump is based on the fuel system. (althoug turbo engines do use different pressurized injectors, this is about flow between the ump and the fuel divider). However, some of the details quoted are incorrect for the Mooney K models that have separate Low, High boost and Prime circuits. I can't speak for the modified Missile/Rocket installations, but in the K model TSIO-360 LB/GB/MB/SB engines you must use the high boost pump (not low). This is the pump that will circulate cool fuel through the fuel divider and back to the tank providing the mixture is at Idle cutoff. Run without being fully at idle cut off and you'll be pumping fuel directly into the cylinders and then out the thistle valve out exposing yourself to fire danger as I believe Bryon gave example of us above. Secondly, if you review the approved data, specifically the Continental Engine Operations manual for your specific engine (like any good scientist reviews the available literature ) you'll note for the TSIO-360's they recommend 15 seconds usage of the high boost pump - not the 60 seconds the Deakin article says. Maybe they recommend longer times for different engines - but I can't say. But I've personally found 15 seconds quite sufficient for the K's TSIO-360's. Also Note the Lycoming fuel injections systems don't share this Continental design feature that allows circulating the fuel at ICO. Lastly, if you should catch on fire from over priming/flooding, the proper procedure is to continue cranking the engine to put it out. If that fails, use the fire extinguisher you carry in the plane.

Introducing 90 bends will malke your pump work much harder. That said, that's pretty much what the factory did to make the CV1J4 fit. So examine your Mooney IPC, section 37, for the Mooney specific parts they used to get a clean installation. Can't say for the J model, but the K model used several variations in the installation with different bent tubes, so for example the K model list quite a number of options. Don't know about current availability but doubt you'll find anything of the right size at Spruce.

I am a CFI in San Diego and know of a M20J you could get some dual time in at MYF. If interested, PM me.

Thanks for an awesome event Jolie and Mitch, and all the volunteers that made it possible. The San Luis Jazz band was fantastic Friday evening, as always. it was fun to catch up with so many great folks and meet new ones on Saturday. Of course it would have been even better without the marine layer, buts that the way it goes sometimes.

I don't have much first hand experience with engine corrosion, but A&P school went into this in some detail. The main points were that the lycoming cam shaft and lifters, being at the top are the most vulnerable and that it typically takes 2 to 3 years before the cam and lifters will deteriorate from an extended period of lack of use and lubrication. This thread piqued my own curiosity about how long my current engine has gone between flights cycles. Since I have all my data in Excel it was easy to take a quick look at the real data. Although most of my flights are weekly with the occasional weekend or two off, I was surprised to see an outlier of 42 days as the biggest break (while vacationing in Europe) and 3 other month long periods – all over a 8 year period. But as the plot shows below, my engine gets regular use with the majority within a week.

Lamont's above reply would be my first thought as well if the noise could be from one of upto three sonalerts you have above your head for gear, stall and probably AP. This possibility would also require a fault in the wiring or a bad or out of adjustment mico switch as lamont described in order to continuously power one of the sonalerts though. Only the gear uses a beeping/pulsing sonalert, so from what you describe as a continuous "whistle" it would have to be the stall or AP sonalert. Actually, if you have a King AP, not having the electric trim switch on will cause that, so check that first.

I'd prefer an engine that was being flown a 100 or more hours per year before prorating it to its full value based on hours alone. If it had a history of being flown 50 or less per year for multiple years I would insist on pulling a cyl or would pass. The greater the desparancey between engine age and hours the more uncomfortable I would be valuing the engine based on remaining hours without pulling a Cyl. That said, its not always necessary to pull the cyl though, I’ve pulled the lifters out of straight valve engines to measure lobe height with a dial indicator and would consider that adequate if the lobes didn’t show much wear.

With a private party seller, I used an escrow service and would again. Buying from a very reputable broker you may not feel the the need to use an escrow service. I didn't and just transfered the funds when I was happy with the airplane and ready to take possession.

+1 for upgrading the GNS-430 to the WAAS version. It'll include terrain, if your non-waas box did not (terrain was available as an extra add on prior to the waas verison when it became standard) plus it will provide all the approaches with vertical guidance. These days with so many VNAV approach options all over the US including LPV that go down to 200', why limit yourself to only LNAV (and ILS)? You'll be buying a Jepp subscription to keep your box IFR legal - might as well swallow the extra $3k to get the full capabilities of waas now. As for the Apollo MX20, just get yourself a one time update or new card for $100-$150 - I only update my GMX200 every few years and mostly just to pick up IFR airways changes. Personally, I'd pull the GNC-250XL out and sell it on ebay to get whatever you could to put towards your waas upgrade. The user interface is very difficult for most to master and offers zero capability over the 430. At least till your 430 screen dies or similar malfunction; in which case you can use an ipad or portable gps for backup.

I went with the Tempest pump some years ago because of what I felt were superior features. They introduced a wear indication port on the rear of the port that you can monitor, as Byron suggested above on the new Rapco. But with the tempest you don't need to open a port to measure with a pin/gauge - just look at the port windows (perhaps with a mirror). They have some other nice features including the LRT gasket you can read about in their owners/install manual http://www.aeroaccessories.com/manualsandserviceletters/NewDAPUserManual011508.pdf That said, it appears that Rapco pumps are catching up with Tempest. Also highly recommend installing an air cooling shroud on your vacuum pump to improve pump longevity, regardless of which manufacturer you choose. Their inexpensive, but both makes have their own STC's which require some paperwork.

Quote: sreid ... But asking me what I would do if I was "completely" lost implies that I am so incompetent as to not even know from where I departed, how long I have been flying, and the general direction that I've been flying since takeoff. If you think I am that incompetent, why would you even consider attempting to give me a flight review!

Quote: The-sky-captain I think it's a legit question considering that there are pilots that probably hop in their plane going cross country and they don't make any plan other than pushing a go direct button on their GPS.

Quote: 201er I'm very interested in this as well. Someone told me that you have to depart from an international airport in the US when going to Canada. So if leaving from a small uncontrolled field, that you have to land in a US based international airport before going to Canada. However, the AOPA article doesn't mention this. What's the story with outbound procedures?

Great story on the importance of when something is not right, don't put it off and get to the bottom of it!

AOPA addresses this in detail at http://www.aopa.org/members/pic/intl/canada/index.html - or - from the home page click Flight Planning -> International flights -> Canada. Don't be put off by what seems an onerous amount of information - just go through it step by step. Recognize too after you get the border crossing procedures down you need to read up on differences between our regs and Canada so that you know about mandatory frequencies and controlled VFR to name just a few as well as learn about NavCanada for weather info etc. There are no gotcha's as long as you review and plan accordingly and its actually a breaze crossing into Canada compared to coming back into the US. You might want to start right away on order your US CBP sticker for the airplane and getting an eAPIS account. You won't need a FCC radio license - no one will care or ask for it.

BTW, remember DF steer of pre-historic and pre-GPS days - we used to have the option to call up any flight service and ask for a DF Steer. It's still mentioned in the AIM under DF Guidance, but I assume since the consolidation of local flight service stations about the only chance of getting one now is from a military approach facility with DF equipement.

I am stunned because all of these comments assume you have no GPS on board (or don't understand how to use it). Hard to beleive these days there are Mooney's flying x-country without an onboard GPS, regardless of portable or in the panel. Let's use it! In which case the nearest pages gives us location relative to airports, VORs, fixes including nearest frequencies for a facility to talk too; such as Center, FSS etc. It may not tell us the proper sector frequency for a TRACON sector we're in but a center controller should be able to pass you on to a TRACON frequency quick enough.

yes, what are you looking for?

Attached is scanned copy of the Mooney passenger briefing card. Scanned in B&W unfortunately. The emergency side uses a red font, while the other side uses black. Sorry- couldn't attach the PDF, so attached a jpeg screen capture of it.

Horrific! But a landing airplane is whole different scenario than a spinning prop. The article says "... the pensioner died instantly after being sliced in half by the plane’s left wing" ... while trying to cross the runway. Not that we can rely on the accuracy of journalist. My heart goes out to the survivors including the pilot and any pax that will need to cope.

Contact any Mooney MSC and order yourself the current manuals on a USB drive. It'll include Maintenance Manual, IPC, and POH's.

Quote: jlunseth (d) Each person operating an aircraft that has an experimental certificate shall— (2) Operate under VFR, day only, unless otherwise specifically authorized by the Administrator; and 91.319 (d)(2) would be a problem for me.

CFI-II in the San Diego area. I am also a past MAPA instructor and will be instructing at the MAPA Tucson PPP this weekend. Be happy to help out anyone in the SOCAL area.

Quote: Hank