kortopates

Really? You haven’t flown in real turbulence yet if you haven’t hit the ceiling in your plane i have a friend that needed stitches after hitting the over head vent since his shoulder belt wasn’t snugged down. Soon as i get into turbulence, i snug up the belt. But out west here is probably where the majority of really bad clear air turbulence is found. Moderate turbulence is plentiful here. But the main reason i won’t fly in an aircraft without shoulder belts is the possibility of an off airport landing. The stats prove they are very helpful at reducing fatal blunt force trauma. Sent from my iPhone using Tapatalk

I agree with you there, buttonology is a huge part of IFR proficiency. Sent from my iPhone using Tapatalk

Grant seems to imply that new aircraft buyers can chose between a Continental and a Lycoming. Exactly how many Lycoming powered aircraft are there in the class of Mooney’s - None. The pressurized Malibu/M350 was the only one that comes to mind with a 350 HP TIO-540 and it’s not really in the same class as the other singles. Why? my bet is because the Lycoming doesn’t pencil out anywhere near as good at the Continentals for range and endurance because they are excellent running LOP; not so much on the Lycoming. But it doesn’t matter what engine manufacturer you’re flying behind. If you run them like the a factory demo pilot shows it off at max cruise and 50F ROP, those cylinders are going to only go mid-time at best. 50F ROP may provide the best power/speed but it’s the worst place to operate your engine wrt to longevity. The smart pilot with some understanding of combustion science more concerned about longevity will operate at or below 65% and LOP, and also learn about benefits of lower RPM. But 65% LOP is a gentler kinder power setting. Of course some are just willing to make the trade offs to go fast and it’s a personal choice. BTW, I should add that one aircraft manufacturer we all know does give you a choice in which power plant it comes with - Cirrus. Not long ago you had your choice of two different turbo’s and 1 NA that are all Continentals. They have since dropped the TAT TN, so now 2 options. Sent from my iPhone using Tapatalk

i agree (especially the experienced IFR pilot) with all but the part quoted with my name wasn’t me which is odd. Sent from my iPhone using Tapatalk

I am pretty sure the IPC list multiple options including the composite 115 cu ft i have in my 252. you can use any of the listed ones in the IPC applicable to your airframe. Changing out the larger holding bands is not an issue and shouldn’t be very expensive. C&L aero can IRAN your 1st stage and functionally test your second stage- or find you an exchange if it’s not working properly. I am pretty sure they can also supply the tank and holding bands as well. They do everything wrt to Oxygen systems. Some will say the tank vendor needs to have a STC for your airframe but many IA’s will consider it a minor mod. All the tanks are made to the same DOT standards. Sent from my iPhone using Tapatalk

Thanks for all the extra details. But given those facts it’s much worse than i was realizing. I assumed he had a real IFR GPS but just 2 portable GPS’s. Probably rationalized doesn’t do “hard IFR” and therefore didn’t need to follow the regs wrt to using a IFR certified GPS to fly RNAV under IFR. Perhaps years of normalization of deviation got him complacent as a magenta line pilot till this day when the weather was far more than he could handle. Very possible too that the 396 GPS was working fine but given the busy workload the pilot may have screwed up the buttonology and got to over loaded to figure it out since he had to fly the plane. Do we know what if anything the FAA did about this. Sent from my iPhone using Tapatalk

The vast majority of these stories, including many of the fatal IMC accidents we read about begin for one simple reason. A pilot who is not instrument current and certainly not proficient thinks it’s okay to venture into IMC conditions. Sent from my iPhone using Tapatalk

Only when they are on the policy, otherwise the open pilot clause is protecting the owner! Sent from my iPhone using Tapatalk

That’s a big problem IMO, as i agree with Byron. I need far better assurance than a brokers opinion that they won’t come after me as the CFI so require being a named pilot or additional insured with waiver of subrogation before i give transition training. it’s very rarely an issue. But i can’t afford to risk all my assets just to give flight instruction. i also carry separate non-owner insurance but it’s not always enough. Sent from my iPhone using Tapatalk

Probably true, but i’d get the Ultra just for the Nxi avionics since it’s a big plus and offers increased obsolescence security. But i wouldn’t expect to ever see either see upgrade options - but we’ll hope. Sent from my iPhone using Tapatalk

Visual approaches are really handy going to unfamiliar VFR airports. You should be able to use VNAV - i thought a software update replaced VCalc with VNAV. Vnav can be very helpful. I forget if the 480 did holds, which you’ll have now too. I had a 480 in the early days but never got over the discontinuities. it wasn’t a problem on long cross countries but a big pain doing multiple approaches back to back. I went back to a GNS. Sent from my iPhone using Tapatalk

Seats don't matter but I think there are a couple ways it could go: i) they could offer to pay the claim to the insured but then subrogate the loss against the uninsured spouse so that in the end they loose the plane or ii) just deny the claim on the basis that the incident pilot wasn't named and didn't meet the open pilot warranty since she does not. Either way any pilot flying on the open pilot warranty is uninsured in the aircraft. The owner will be made whole by the insurance company but the insurance company is likely going to subrogate their losses against the pilot not on the policy flying under the open pilot clause.

Got it, but you’re the first pilot i know of that does that. And i’ve flown with a great many pilots. Me, i’ve been known to tighten it up encountering some turbulence but never un do it. Well i am sure if you do it, others must too, but your the first i’ve heard doing this. Sent from my iPhone using Tapatalk

Vince If G500 was the autopilot, i think you mean GFC-500 AP. G500 actually stands for the Garmin PFD/MFD glass combo which i assume you didn’t mean with the 2 GI-275’s Sent from my iPhone using Tapatalk

i think your missing that most of us don’t release our seat belts at 26’ agl, so in flight with the seat belt still on, the pilot can bend over to change tanks etc In fact maybe with the inertial wheel you wouldn’t feel the need to disconnect the seat belt? Regardless i don’t have the inertial wheel either and since the fuel selector doesn’t need any acrobatic maneuvers (it’s right in the middle below the center pedestal), my shoulder belts are click and forget till i need something in the back seat. Sent from my iPhone using Tapatalk

Definitely insurable now. I had a student pilot training in his J. (no private) But your rates will go up with those hours but Parker should be able to give you an idea how many retract hours to the next reduction in premiums and then you can decide on the trade offs. Sent from my iPhone using Tapatalk

Absolutely! but Freddy doesn't say it perhaps, but no breaker ever popped. He is merely describing the procedure to reset the VR and Alternator which almost every time brought the alternator back on line; except one leg that it too a few tries spread out. Yeah, I was right seat. I'll add too that the shop that thoroughly checked out Freddy's new alternator and found out all the issues was Robert at Aero Accessories in Van Nuys - highly recommend them.

Maxwells - they own the STC now and as far as I know aren't yet making installation available to others - which is a bigger deal to our European and Australian friends. But that could change any time.

You need to provide more details to get helpful advice. So far all we've heard is the TIT got over redline and above 1800F, and that Cyl 5 went cold after the event when you did a mag check. But as far as the event you've only shared the high TIT and "slight revving" (don't know what that means). Besides the TIT being high, was the only high EGT issue with the Cyl 5? Do you know if the event was limited to just the one cyl, #5? This is what I assumed since you borescope check focused on #5. Do you know what your EGTs and CHTs where during the event? Do you have an engine monitor you can download data from? What have they checked besides borescope the #5? I assume this is a very new to you aircraft and perhaps your first experience with a fuel injected engine. Such a broad statement is not answerable.

That’s correct, it was approved for a small number of J’s and then Mooney went back to not providing a higher v-speed for partial flaps in the latest J models. But it’s a great example that if there was an approved higher v-speed for partial flaps then it would be listed in the TCDS and POH as it is for those J models. The argument that the POH specifies a Vfr for “full flaps” must imply a faster speed for partial flaps is a hollow one. This has come up 3 or 4 times probably in the last 5 years often with hundreds of posts which merely proves pilots will continue to interpret their POH however they want. Sent from my iPhone using Tapatalk

An injector blockage would be a partial blockage to that one cylinder. It only takes a small fraction of the total fuel to that cylinder to make it very lean and push up the temps. A blockage large enough to stop combustion is unheard of but kill the one cylinder with its EGT going cold and TIT dropping from the other cylinders having a richer than normal mixture. With any injector blockage, the fuel pump and servo are still delivering the full amount of fuel but to the other cylinder. Fuel contamination in the form of water would cause a drop in EGT and TIT, not an increase. As well as a rough engine. If there was a large amount of water in the fuel it would kill the engine before you got off the runway. Sent from my iPhone using Tapatalk

27.5 is actually a bit low, 29-30 is much better. We have the same issue with Continentals where the manufacturer has the max fuel spec on fuel low side. Regardless though this wouldn’t be your issue nor would MAP gauge; especially when it affected a single cylinder. Sent from my iPhone using Tapatalk

Absolutely, see @EricJ post #2 Sent from my iPhone using Tapatalk

Do you have an engine monitor? The only thing that can cause such a high TIT is lean mixture assuming it’s corroborated by high EGTs. Sent from my iPhone using Tapatalk

correct, not the best choice or words, to clarify should have said connected simultaneously.