kortopates

To my knowledge, everyone involved has survived gear up water landings in Mooney’s. Some have even made a long swim to shore. If you sit on the horizontal elevator in the water, it will help to keep it afloat as long as possible. But wear your life vest in the cockpit with any automatic inflator disabled. Also suggest carrying a water proof PLB. You can rent 4-person raft for Bahamas trips in south FL. As for where to put it down, remember altitude is your friend in giving you the most options and time. But if going for a beach, I would opt for just offshore if the beach wasn’t deserted - not doing so has resulted in fatalities of innocents. Sent from my iPhone using Tapatalk

Weren’t they built by the lowest bidder? I am betting toggles Sent from my iPhone using Tapatalk

did you mean not anxious to go back to NA? I would personally hate to go back to NA engine. I know [mention=15998]Schllc[/mention] has turbo experience but a great many don’t understand all the pros. It’s not just about how far you go. For me it has greatly improved my dispatch ability. Many a time i would have cancelled if i had to stay low in IMC or bad turbulence but the turbo doubled my options allowing me to climb above into VMC and typically smooth air. I also appreciate the continuous climb power at near 1K FPM. The NA folks often cite they have a service ceiling plenty high enough to upper teens or even within Class A, but it’s not really practical for them because of extended climb times and then only with several hundred mile trips. But with Turbo climbing high can help with most flights over an hour. And it does on most every xctry trip. If it’s a traveling plane i wouldn’t want to be without. The cons - mostly sucking O2 which understandably is not for everyone. Plus a bit higher operating cost. Which for improved dispatch ability is more than a fair trade for those of us that benefit from it. Sent from my iPhone using Tapatalk

EI makes some great products, but hope you're aware this combination results in two separate data files for your flight data. i.e. each unit creates its own data files which makes it nearly impossible to see the the whole picture without combining the two data sets manually. I have one client that has figured out how to do that via Excel but I sue wouldn't want to go to all that trouble on regular basis. Because of this issue though I would much prefer a single unit solution.

The more complicated aspects of VNAV come in with different kinds of approaches which have similar concerns for VNAV that we originally had for when do we enable the approach mode and/or switch to LOC from GPS mode. As a result LOC approaches are the most complicated to master while any form of pure GPS approach guidance is pretty trivial once you understand the constraints. So for example, if we're doing any GPS approach (LPV, LNAV, LP with or without +V), we can follow the flight plan constraints before the FAF using VNAV. Its as simple as starting with a using VNAV to get down to the IAF and follow the constraints to FAF by setting the altitude to the FAF constraint altitude. Then once we've started the VNAV descent we can next Arm Approach mode on the GFC AP and the now the the AP will seamlessly transition from VNAV down to FAF and then GP down to the missed (if there is any form of vertical guidance). But on the LOC approaches with lots of step downs and no GP is where VNAV really shines but is also the most complicated use case since it involves switching to LOC mode from GPS and when we do, we'll loose VNAV guidance since its GPS. Before VNAV and doing a full LOC approach (not VTF) I would switch to LOC mode as soon as I was turning onto the final approach course to navigate past several step down before the FAF - exactly as called out in AC 90-108. The Garmin GTNs and earlier GNS's will also automatically switch to LOC mode from GPS when you have turned on automatic switching in Setup, once turned inbound onto the final course completing a procedure turn/course reversal - also per AC 90-108. So to really take advantage of VNAV capabilities on such approaches you have to disable automatic switching so you can keep it in GPS mode as you descend through the multiple step downs prior to the FAF and then manually switch to LOC mode on your way to the FAF. Although counter to AC 90-108 its legal to use GPS prior to the FAF as along as we're using LOC crossing the FAF; just don't wait till the last second so you can verify all is as expected. As an example, consider the KSEE LOC-D approach using the GPS VNAV to descend to and past BARET IAF (with or without PT) all the way to just prior to FAF SAMOS and then go to LOC mode and now switch to a largely manual VS mode to descend past the FAF to minimums.

Rich's tanks are very different than yours. If I remember right, since you don't show model, yours is a K which has the anti-siphon valve. The anti-siphon valve makes it very difficult to add fuel below the bottom of the anti-siphon. Not impossible but its like burping the wings to over fill them. But is by definition over-filling them since "full" at the base of the anti-siphon valve.

Very true, and this is was a change in Mooney POH's over the years that began with draining the gascolator first thing with the other cockpit checks but changes over the years to drain the gascolator last - for good reason.

Critical altitude is the max altitude the engine can produce 100% rated power. Its a density altitude. The service ceiling is the max altitude at which the aircraft at max gross weight can still climb at 100 FPM. The certified ceiling is the max FAA authorized altitude the aircraft can be operated (also that it was tested to operate during certification).

Intercooler don't raise the critical altitude. They can allow you to climb without CDT becoming a limiting factor.

Sorry but not possible, Merlyn claims that the critical altitude was between 14K to 19K which is more realistic but a big range. See their claims here: http://www.merlynproducts.com/blackmagicm.html Since much of its optimistic marketing it needs to be taken with a grain of salt

You can also try salvage yards.

Blackstone is worth the extra $5 and more. You can buy multiple for a discount too.

Mike nails it above, not only smart but with good common sense! please pay special attention to his #5, a pilot shouldn’t need to flip the alternator off to verifying it’s charging as if we need to rediscover the the difference between battery voltage versus charging voltage. A glance at the voltage meter should be plenty sufficient. Dual alternators is an exception. But even here you probably don’t need to switch them both off one at a time. If you have the load meter, you can see the belt driven #2 taking the majority of the load, so just flip off the #2 off and see the #1 take up the entire load. That’s sufficient. If you no longer have the Mooney load meter you won’t have all that good info to go by without turning them off independently. Sent from my iPhone using Tapatalk

Most Angel flight pax don't have a mobility issue at all - rare really. Many are just headed for doctors visits or treatments. Those that are mobility challenged will also be using a walker that will be listed with the baggage because not everyone can fit them into the plane. The key thing is that these are not medical flights. You should talk to your Angel Flight coordinator or attend their no obligation introductory briefing to get the facts.

details, details! IO-540, TIO-540!

Yes, that's the APC and Mike describes the APC and then the VAPC right after the APC. The inefficiency with the APC is that its always working pretty hard o produce full UDP even though the engine isn't using it with partial power throttle. But when it working harder at partial power it's really the altitude that determines how hard the turbo is working and less so on how reduced throttle is. But when you go to the VAPC the turbo is no longer always putting out redline UDP and just putting out a bit more than manifold pressure, that where the improved efficiency comes in since the turbo is now working proportionate to both altitude and throttle setting - not just altitude like the APC. Every turbo adds a certain amount of overhead to provide the boost. But the rewards of 100% rated power up to the critical altitude is well worth it. The engine HP rating is already taking this into account as well. But of course if your cruising along and you loose the the turbo you are going to instantly see that overhead in the form of a intake manifold pressure dropping to a few inches below ambient atmospheric pressure due to turbo now adding just back pressure and a fuel system that is creating an overly rich condition. Added complexity with the emergency procedures goes along with their overhead so to speak making it important for turbo operators to understand them.

Personally I vote for GFC-500! They're awesome. But for a few dollars the bulb can be replaced. Any avionics shop can do it, but I recall the unit needing to be pulled to get the faceplate off - which is a bummer because doing so opens the static system requiring a leak test when putting the AP back in.

In order to upgrade the vacuum speed brakes you'll be purchasing brand new speed brakes from Precise - not upgrading. The earlier 1000 electric series are the closest you'll get to fitting the existing holes, the later 2000 series won't fit as nicely. Precise can share more details and availability of the 1000 series. You'll see its alot of work and expense to do away with the vacuum pump. Personally I wouldn't even consider dropping the back up gyro instruments till you had new Aspen that didn't red x out entirely with loss of a single failure like air data. Neither a battery nor multiple Aspens makes any difference without the newer model.

Not quite. Your throttle control is directly controlling throttle position not the controller. Its just that the controller is also connected to the throttle such that it reduces deck pressure for partial throttle to keep deck pressure a bit above manifold pressure based on throttle position. This was the tubo isn't working as hard at partial throttle positions. Not at all, partial throttle on the cockpit throttle control equals partial throttle in the manifold no different than if there was no turbocharger. The controller automatically adjust the wastegate to provide the desired deck pressure. The desired deck pressure is adjusted by the throttle position linked to the controller by cam and levers Here is an article by Mike B that explains how these work: https://www.avweb.com/ownership/troubleshooting-the-turbo-system/.

It really makes no difference; especially with modern avionics. What does make a difference is forgetting to turn on the alternator after starting and you have a bit of weak battery, then when you do turn on alternator late your battery is drawing a much larger current than normal.

it was on a Sunday -Monday last year. Sent from my iPhone using Tapatalk

https://www.mooney.com/wp-content/uploads/2020/12/SBM20-254.pdf

You can get a FlyWire registration in as soon as about 48 hrs to allow international ops. Sent from my iPhone using Tapatalk

There is no such adjusting of rigging to effect timing of door opening and closing - its all in the mechanical lever arms and spring. Something broke or separated on your allowing the bell crank to get bent. Its actually a very ingenious design. Re-attaching everything properly with unbent parts ensures the inner door operates properly.

Yep, a job for an instrument repair station. Never mind the tech at the repair station only has a repairman license that carry's no weight out of the place of business but allows the FAA to monitor their procedures....