kortopates

Still only takes a mere minute or two to catch them all and the wastegate shaft. But remember an oil change is not merely an oil change but part of a ~25 hr inspection which should have you looking up below each cylinder anyway to make sure the engine hasn’t shed any exhaust nuts and there isn’t any exhaust leak stains as well, plus lubrication of all the engine controls, inspecting that V-band clamp etc. etc. Sent from my iPhone using Tapatalk

I think Gary is referring to the access hole to clear where the head of the screw can get hung up pushing it into collar and shock disk tower. i’ve had to play with the jack to get the right compression such that the access hole is centered for head of the screw. I’ve also used the dremel too enlarge the hole a bit to make it easier. Sent from my iPhone using Tapatalk

Well i am guilty of making many flights i probably shouldn’t have. But what is an addicted skiing fantastic to do when flying into the calif sierra in winter? Wait till spring, nah. Too many flights with severe turbulence unfortunately. Never fun, but none where “dangerous”. what i hated most was having to slow drastically to below Va, first with speed brakes to get to gear speed asap and then continue with gear dropped, which also helps with stability. And of course AP off. Then it was like you can’t get too much of a good thing (sarcastically) because then an otherwise 45 min period turns into more like an hour plus to escape the bad turbulence before we can speed up; all the time doing our best to evade the really dangerous rotors. That said, there were frequency changes, which i always preferred to use the knob to dial in yet with a couple touches to swap. But waypoints i always prefer the touch screen - because one only needs to put in a couple characters and then it will suggest the correct waypoint so merely have to it touch a couple times. That all said, it’s amazing to me how much easier and how many fewer manipulations are needed with the modern glass over the old GNS’s merely because they are so much more intelligent - if your a frequent user. Therefore I’d say it’s not the turbulence so much but whether or not you have an ATP in buttonology! Sent from my iPhone using Tapatalk

no but at each joint where one piece of exhaust tubing insets into another slightly larger OD piece. the entire exhaust has one separate piece for each cylinder plus the cross tube in front with 2 sections from memory and then a lower section for the wastegate. capillary action will suck in the mouse milk as you apply it around the seams of each junction. Sent from my iPhone using Tapatalk

What your looking for is the definition of "Time in Service" for maintenance records, Defined in the CFRs in 1.1 along with all the other definitions - and you're right its from essentially liftoff to touchdown; which few us have an timer for so tach time, or the Mooney hour meter, is our closest approximation

I really recommend ADLog, they do the AD research for your aircraft including all accessories after you fill out questionnaire. After the first year it’s only about $37 a year and they also provide a log book system and printouts of all the AD. They are quite popular for a reason. see https://adlog.com/ Sent from my iPhone using Tapatalk

Honestly to the best of my knowledge, I think he has sold 201DD multiple times and its always ended back on their ramp! I remember the first I knew of was a young pilot that bought it in the early 2000's to do his instrument training. Within about 2 years it was back at Pinnacle. By my count, this is at least the third try to find it a new home. Don't know why, only that its a high time very early J model.

201DD It’s still around, but privately owned at F70 now. Sent from my iPhone using Tapatalk

the other concern is how quickly they re-expand after being uncompressed. If you jack the plane up and after a few minutes you can still twist the disks around they need replacing. Sent from my iPhone using Tapatalk

You most likely have a loose connection, or crimp at fuel flow transducer. This is actually pretty common. Sent from my iPhone using Tapatalk

I believe so. IMO though both are far too complicated and the Precise is too big to make for an easy install. I believe the Precise will support multiple circuits and the MaxPulse has lots of superfluous settings. But I would probably pursue the MaxPulse over the Precise simply because its smaller and I expect easier install except it has to go on the panel to give you different options.

correct, they are no longer available for at least a decade now. It was LASARs own unit. Sent from my iPhone using Tapatalk

Neither, LASAR made there own Sent from my iPhone using Tapatalk

Nah, the lens where fine too, nice and light for our Mooney. Everyone just needed the LASAR pulser that weighs a couple ounces and went on recognition light breaker switch. In pulse mode they don’t get hot enough to melt the lenses plus the pulsing improves visibility of the lights coming in to land. I was happy to see the LASAR Pulser still works great with the new WAT LED’s. So i won’t have to buy Whelens next generation of recog lights in a couple years with built-in pulser. But LASAR stopped making there Pulser after they saturated the market decades ago. Sent from my iPhone using Tapatalk

You should consult your Mooney IPC, which depending on airframe will show Mooney’s trouble free mounting location and method. These can be very troublesome to install and get fluctuation free FF indications. No point in coming up with your own install when the factory has developed and documented a proven method. Sent from my iPhone using Tapatalk

You’re much better off to keeping looking for an earlier F model. They’re certainly more common than the G. Sent from my iPhone using Tapatalk

the cut out clears the grease nipple. the long arm attaches back behind the truss to cross member tube. it may not seem obvious at first but once you have it in place it’s really the only way it can work. I recall the service manual showing a diagram of what i am trying to explain. Sent from my iPhone using Tapatalk

it could be old O-rings needing replacement or the even the rigging cable slipping or not being secure. Takes very little effort to rebuild them and re-rig the cable. In the process of doing do the issue should become apparent. Sent from my iPhone using Tapatalk

Although our maintainers don’t do a test flight, they should be doing run-up checks including leak checks will even the log entry will often reflect this. What i think the big mistake many pilots do is show up on a weekend day to fly their bird home after annual. Arriving after the shop is closed isn’t a smart move if you do find an issue or question doing the preflight. The smart pilot though will do a short return to service flight above the airport - depending on the work done and make sure all is functioning before departing into IFR conditions. Sent from my iPhone using Tapatalk

You should have 3 fuel pump related switches. High Boost, Low Boost and Prime - so not sure why you say "no low" since you'll have all 3. But its all done by the same pump as Rich and Don say above. But the Prime button used to put the fuel into the top of the induction manifold through a diverter valve till a critical mandatory SB (which didn't become an AD) called for removing the diverter. With the diverter removed, the prime button works the same as low boost switch, except of course that the Prime button is momentary, but will deliver fuel directly to the cylinders now. The guarded high boost just does it at twice the rate. Maybe you should make sure your engine has complied with the SB to remove to the diverter if this is not familiar to you.

no problem. You're welcome to DM me if you'd like to do it. The field isn't even really short, just unique because its ~1500' on top of hill at both end so you don't have the usual cues to judge your height above the runway. Plus it has the high point near the center so you can only see the first half.

You'd expect so but many of the mishaps are in trainers and also not limited to low time pilots.

We had a somewhat contentious thread on this topic a couple years ago: see here: In my opinion, going with a CFI the first time is a great way to ensure a fun low stress visit; especially if the pilot is low time. Pilots unfamiliar with the airport can become a bit overly fixated on the main obvious hazard of avoiding coming in low and slow and instead come in too high and fast and can't get down; leading to some mishaps going off the end of the runway. Mishaps occur on both landing and departures. I've taken a number of pilots over, including the pilot in the prior thread, if you'd like an experienced instructor along.

Mostly the other way around, the declining oil pressure often first does in the turbo; especially when the oil pump starts to cavitate. But a common cause of the declining oil pressure is actually the turbo seal going bad such that the oil is being pumped overboard out the exhaust when it happens on the turbine side (most common). Sometimes its pumped into induction on the compressor side - but the latter will get your attention sooner since the oily induction air will affect combustion once it makes it way to a cylinder.

I run that way now and have been for years - not a problem. Many Mooney's are. But someday there is always the option to upgrade the speed brakes to electric. I am putting that off as long as possible.