kortopates

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.

Well without an accelerating flood of scrapped mooney’s there are plenty of salvaged trusses available - one needs to only look on ebay. Sent from my iPhone using Tapatalk

We all know it will do the job, as I already mentioned above. But it wasn't approved that way. A little bit like your earlier question upon learning LASAR has lost their PMA status to repair/make gear trusses and you asked do we know the correct heat treatment method. The answer to that is irrelevant, the correct practical question is there anyone else approved to repair a Mooney truss? It could really only be a repair station (or manufacturer) that has an approved documented process for repairing them in order to provide a return to service documentation.

I don't think pushing the nose over is exceeding any limitations here, zero G certainly isn't. It was a hilarious video though. The only question would be if the pax weren't in on it

I really doesn't matter. They were never certified/approved to run off the electric standby pump only.

The Precise STC doesn’t allow for it to run the Speed brakes off the electric standby vacuum- it’s got to be driven off the engines vacuum pump. Even though we all know it’s makes no difference. Sent from my iPhone using Tapatalk

A bit surprised to hear we have 2 Weather Spork app users. Don't get me wrong but Scott D, the meteorologist behind Weather Spork, divorced the developers and developed yet his next generation aviation weather product that he's continuing to grow. I encourage anyone to try it out https://ezwxbrief.com/ Its a website, but is easily setup to run just like any app. Scott also put out daily morning weather briefs on youtube which highlights using his app. The only limitation for me is that it only covers the US.

Actually due to the overhead of the turbo, the loss of MAP is going to even bigger than @rbp example above by an 1-2". But your FF & pressure will be fine showing its not a fuel pump issue. But what's even more important to recognize is that with the loss of MAP the mixture is going to be way too rich and you'll have to lean the mixture to get power back and in the process see the EGTs come back up - leaning by EGT. Although its possible to figure things out without it, a good engine monitor is really helpful in recognizing what's going on quickly so you can restore power to some degree. The other main turbo power losses are due to fuel where the monitor comes in again to tell you what to do. Many of the turbo failures I see, and I see quite a few, were actually preventable if the pilot noticed his declining oil pressure before the turbo seized. One nice if you will with a turbo is its actually the sacrificial part that fails first due to declining oil pressure saving the rest of the engine - if the pilot pulls back power at that point and glides it in to an airport assuming you have the altitude.

@PT20J Skip beat you too it yesterday in the GFC-500 Problem thread. Sent from my iPhone using Tapatalk