kortopates

There are virtually NO hangars at CRQ for the piston GA crowd. The few there are for jet operators. Folks that want a hangar go elsewhere, like nearby Oceanside with many cons or much further away. CRQ is a nice airport to fly in and out of us but IMO a terrible place to be based. Sent from my iPhone using Tapatalk

Any idea what happened to cause the CRQ incident? Sent from my iPhone using Tapatalk

It could be a mag or a plug issue. Sent from my iPhone using Tapatalk

Yes on B2, to qualify you have to have two GPS’s for oceanic. Sent from my iPhone using Tapatalk

Like Don said, monitor plus oil pressure is adjustable within limits and cam and lifter can be viewed without splitting the case or pulling cylinders, unlike most Lycomings. Sent from my iPhone using Tapatalk

A J without a sniffle valve- didn’t know that was possible? Interesting, Is it original that way or did the cylinder drains get plugged? Sent from my iPhone using Tapatalk

Not that unusual for FS fuel. Adds a “hiden fee” to FS when considering the difference between FS and SS. I mostly insist on being there for fueling and therefore prefer SS so rarely get FS fuel. But it’s not always an option. Sent from my iPhone using Tapatalk

ASEI is approved to do spinner crack repairs, suggest sending them a picture of your cracked spinner bulkhead to see if they can repair it. If so, its your best option. https://www.spinner-repairs.com/spinner_repairs.html

My layperson thought experiment suggest density altitude isn’t important but pressure altitude is since the body is more or less regulating the temperature at the membrane where it’s all about partial pressure of O2. But just a guess. Sent from my iPhone using Tapatalk

With every opening of the valve, it rotates or turns. The same mechanism of deposits or erosion at the face to seat junction can cause it stop or only partially rotate in a spot rather than rotate freely all through the 360 degrees of rotation. TCM valves shed most of there heat through the face to seat junction so any failure in rotation causes the area to heat up and a hot spot develops that left unabated will result in a burnt valve. Lapping the valve in situ frees it up to rotate freely and we’ll see the hot spot disappear over time when the stickiness is removed. Of course by cleaning it up it also raises the cylinder compression. Sticking in rotation should not be confused with the valve stem sticking in the valve guide which causes the valve to stick open a.k.a. lycoming morning sickness which is corrected by reaming out the carbon in the valve guide using the same rope trip. Lycoming valves developing sticking guides because most of heat transfer of their sodium filled valve stems is through the valve stem to guide interface unlike TCM valves. Just trade offs of different designs. High time cylinders tend to develop wobble in the valve guides but the valve springs do a good job centering the valve face as it closes with what can seem like quite a bit of wobble. As long as the cylinder is functioning fine that’s no reason to pull it unless it makes you sleep better at night. I have one client with ~3500 hrs on his TCM cylinders that checks his compression and borescopes every oil change. He also laps any valve as soon as it’s getting low (i forget his threshold) or develops a hotspot and it’s enabled him to keep his engine going almost 2x TBO on the same cylinders so far. He was a former porsche mechanic and also laps valves for friends around the airport. Sent from my iPhone using Tapatalk

That's part of it. Its also used to correct a valve that is sticking in rotation, creating a hot spot evidenced by a sinusoidal EGT trace. This can correct the issue leading to burning a valve before it burns. Hot spots aren't always accompanied by the sinusoidal EGT but lapping the valve is a proven correction. Just saying, as I don't actually recall the specifics of OP's valve.

Since different from the LHS lasar, i am most curious if it would see through clouds? It’s somewhat annoying when all of a sudden you descend into IMC on approach and the LHS unit says 10 feet! Sent from my iPhone using Tapatalk

What TAS are you getting? About 155 kts? Sent from my iPhone using Tapatalk

FTR, if my memory is correct @M20F is also a physician. At 80% PIC status may be more accurately pilot observing rather than in command Sent from my iPhone using Tapatalk

Sounds like one of your com antenna’s are under the belly, which will cause this issue. Hopefully one of your radios has its com antenna on top. That’s the one to use for ground if so. Sent from my iPhone using Tapatalk

It depends on where you fly and frankly if i didn’t have any VOR’s still in service i’d be concerned flying IMC without a backup of VOR’s. GPS is extremely vulnerable to bad actors due to the weak signal. Military for example are always doing interference testing - which is still rare to cause an outage. Personally i’ve never had an issue of lost GPS here in the US but have spoken to many pilots that have. But there are some areas in Mexico where i have been repeatedly jammed by a probably a $10 jammer. In VFR it’s not a big deal but i have experienced it in turbulent IMC and was very thankful to have VORs to fall back on to navigate till i got out of the area of being jammed. Sent from my iPhone using Tapatalk

First i have to disagree that it’s not worthwhile to lap a valve in a high time cylinder. That’s nuts. How to do you suppose Mike B got to 3500 hrs on his engine cylinders? Sometimes the valve can’t be corrected by lapping and the cylinder has to come off for repair but it’s always worth a try to lap it and see if you can correct it. It sure beats pulling the cylinder every day. We’ve found no correlation to worn valve guides causing compression issues or burning of valves, contrary to what many people think. And if your patient you can restore a virtually zero/80 compression, due to leaking exhaust, to 75+/80 cold. It will take a good 15 hrs in service to verify its a winner but who wouldn’t want to try that first. For how to do it, see Mike’s youtube Savvy Aviation video on valve lapping: Sent from my iPhone using Tapatalk

This doesn’t really apply to the 252, Bob is referring to the 231 closed position after much testing was done by Mooney and the TCM engineer. The 252 is very different. Mine are never entirely closed except in descent, even in cold air aloft. In winter though, climbing at 120KTs i can close CF half way which reduces stress on the CF door and still keep CHTs cool. Sent from my iPhone using Tapatalk

Yes, i totally agree. VNAV is very powerful and i use it on any approach with step downs before the FAF. I really like how well it works with any approach that has glide slope as well; real or advisory. As soon as VNAV is active i can push the Aprch button to arm it so that it seamlessly transitions from VNAV to the GS at the FAF. It enables for CDFA or continuous descent from the start of the approach to the missed approach point. In addition to using V/S to descend to the VNAV slope you can also raise the altitude constraint in the flight plan to bring it up to your altitude if the angle isn’t to steep. Sent from my iPhone using Tapatalk

The factory went exclusively to one piece belly at some point around 86 since all the 252 K's have them and all long bodies. No screws eithers, just camlocs which go on and off quickly. I know I really appreciate the ease of mine at annual time so I am not surprised your IA asked you about it.

I wouldn't trust ROP %power at all till you've calibrated or at least checked it for its accuracy against the POH using a known POH cruise power setting.

I have to very significantly change the squelch (up) when I switch between my Bose mic and the Mask microphone - until then nothing. But once done its back to normal. Maybe like mine, you're not breaking squelch till you re-adjust it. Incidentally with my set up, I have my Bose plugged in via the Lemo plug and I then simply insert my Mask mic plug into the microphone jack - no adapter necessary and the Bose microphone is still technically plugged in through the lemo plug and all works perfectly. If you haven't tried that, I suggest you give it try since it simplifies the transition at altitude.

No doubt with ABO, !

This is the entire point. Its all the same dry O2, but any breathing oxygen is dispensed differently from any industrial gas by different protocol if you will to ensure the internal cleanliness of the bottles for breathing. Its starts with the hydro process, or when the tank is labeled and then at refill time, from what I observed, as vacuuming of the tank prior to refill. Industrial gas has no such requirements. As Rich pointed out, for ABO they also measure moisture content and log it; but this has become superfluous decades ago by virtue of the manufacturing process. But they they still follow the process. Same O2 but dispensed differently depending on intended use. Most of what you read on the internet only talks about there only being a single manufacturing process that produces dry O2 which has been true for decades. They don't talk about the different protocols in dispensing breathable O2 versus industrial O2.

Go talk to your Industrial gas shop. I’ve observed it and a process i can only describe as vacuuming the cylinder. You don’t remove the valve till hydro time, then at refills it’s cleaned out by a vacuuming process. I don’t but medical O2 but from what the gas shop explains they do this for all breathing gas. Let’s reverse the question. If they didn’t prepare breathing gas bottles differently from industrial gas why do you folks suppose the shops don’t want to fill a cylinder with breathing gas that’s not marked for ABO or Medical O2? Same O2 after all, but unknown cylinder. The process normally starts with the hydro. Sent from my iPhone using Tapatalk