kortopates

A little bit of IPA goes a long way to dissolving a little trapped water. Don’t need to go as much as 1%. The turbo’s allow upto 3%. It’s turns out the casualty to excessive IPA is not the tank sealant but the seals in the TCM engine driven fuel pump. But have only seen this when using the maximum 3%, never 1%. I always recommend using it as needed conservatively. Sent from my iPhone using Tapatalk

I would seek the opinion of a good aircraft welder. They can usually repair any exhaust - even if they’re rebuilding it. Sent from my iPhone using Tapatalk

Make sure to use the larger cartridges meant for Fat Tires used on mountain bikes. I forget sizes but they’re much larger than ones intended for road bikes. Sent from my iPhone using Tapatalk

I believe it would take both a CGR-30C and 30P to get everything you get in the Garmin EIS or an EDM-9xx and then you would have two different data files which is huge negative IMO. Garmin EIS has many integration enhancements as well and the smaller footprint than the EDM’s if that’s what you want. Sent from my iPhone using Tapatalk

Consider the cool down starting when you pull back the power to land and long over after you taxi away to parking. Also i would avoid running on one mag, the practice is more likely to foul one of the bottom plugs. But do aggressively lean as part of your after landing checklist. Sent from my iPhone using Tapatalk

An ultra sensitive throttle on a Merlin is almost always a sign that it needs to be rebuilt by Merlin. It’s neither very expensive or time consuming. There are a lot of things to consider with high oil temp and low pressure starting with where your oil temp probe is located or accuracy of the gauges. If it not an approved for primary monitor, the probe isn’t even at the official measuring position but up in front where OT is warmest. Plus 200F is not hot; especially in climb with low IAS. Sent from my iPhone using Tapatalk

JPI probes are not compatible with the Mooney TIT probe. Sent from my iPhone using Tapatalk

Not only that but 252’s and Encores have 3 doors to cover the gear fully vice the 2 used on the J. But agree with you, i always extend the gear at speeds much less than max extension gear speed of 140 since it’s much less wear and tear on the gear door rods and brackets which will develop elongated holes eventually leading to breaking. Incidentally, sloppy gear doors from elongated holes can be repaired by welding the rod holes and re-punching to size without replacing $ rods. Sent from my iPhone using Tapatalk

It doesn’t always work, but I’ve lost count of the number of very happy clients that this non-invasive procedure saved them from pulling a cylinder! Pull the sump drain so it isn’t exposed to the solvent since it’s harmful to o-rings. Sent from my iPhone using Tapatalk

Impressive, very poetic! Happy New Years from Central America! Sent from my iPhone using Tapatalk

'She' threatened to do so - on an instrument pilot candidate. She didn't carry out the threat. But I doubt a candidate would have leg to stand-on if they willfully violated local or state ordinances in challenging her. This isn't a hill worth dying on.

No, what you read is the AFM (airplane manual supplement) that goes into your POH "after" you've had the modification, hence why it reads like it's there. This is provided by Mooney, therefore not an STC. Contact your favorite MSC to ask cost for installing it.

I think the point is that if you self insure for liability you're risking your entire net worth that would go to your heirs. Self insuring for the hull value, which is what I expect the only part some self insure for, is just risking the value of the plane.

I don't think anyone miss understands you. The preferred way to drain the gascolator is with the ring in the cockpit. But they can also be drained by pushing the metal rod on the fuel drain cup into the gascolator. This method isn't recommended because on some Mooney gascolators you can nick an o-ring that way and start a drip; yet many people do it. Some gascolators are more tolerant of it than others. I'll add, strictly my opinion, its not necessary to drain the gascolator every day if your a frequent flyer, to avoid risk of the o-ring wearing out before the next annual when it should be changed. Also opinion, but if your using the old little cup that only allows taking a couple ounces of fuel, highly recommend getting a GATTS Jar. Our fuel caps are really prone to leaking with the original o-rings when parked overnight in the rain. The Gatts Jar allows taking a much larger sample as well as safely putting the fuel back into the tank without risk of contamination. https://www.aircraftspruce.com/catalog/appages/gatsfueljar.php?clickkey=3017319

Not a FAR but the law in Calif prevents draining fuel onto the ramp. I am not a legal guy so don't ask me for the source.

you’l also need the AFM in your POH, but no weight and balance change. But your saying you filler necks already have the wedge vents with capacity markings? If so, great! But odd it’s missing the supplement and correct placards. Sent from my iPhone using Tapatalk

Instruction won’t be possible till you own an insured Acclaim. I don’t believe there is a rental Acclaim anywhere in the country. Have you found one you are getting ready to purchase? Since you haven’t flown in over 20 years i suggest you first get current in a trainer at a local school - go for a low wing design though like an Archer or even Arrow. Your new to you Acclaim isn’t the best choice to re-learn how to land. I am not an insurance guy, but I’d think being able to show a current flight review, and medical and 30-50 yrs in the last 6 months will be essential to getting insured in the Acclaim. But suggest talking to an insurance person soonest, right after getting that medical, to align expectations on what it will take. Sent from my iPhone using Tapatalk

Good points. I almost learned the hard way that in my area, draining on the tarmac without two people can get you failed on a checkride by a local DPE! Sent from my iPhone using Tapatalk

Some how there was a miss communication or misunderstanding because all Mooney’s have a gascolator forward of the fuel selector. And all the pre-flight procedures call for it’s use. Although the sequence has changed over the years. Earlier Mooney’s checklist had you drain the gascolator at the start of the pre-flight when you where checking fuel gauges on panel and then had you sump tanks next. But Mooney reversed the order in more modern Mooneys to sump the tanks first and then drain the gascolator last. The reason for this is if there is a lot of water in a tank you don’t want to contaminate the fuel line to the engine. Drain it out of tank first and only drain the gascolator after any water was removed. Lastly i bet i understand the reason for the miss understanding since no one has that hole at the bottom of their “cowling” this area is better described as the belly pan area, rather than cowling. The cowling doesn’t start till forward of the nose wheel doors. So it was probably the location you gave that led to the miss understanding. Sent from my iPhone using Tapatalk

They’re very fragile so be very careful handling it. And I recall $400! I am sure more these days. Sent from my iPhone using Tapatalk

That's one way to look at it, but another is that these engine's cost big money these days and an engine monitor is smart investment. Not only in protecting the engine longevity but they also can go along ways to warning us before impending failure so we can at least get on the ground before catastrophic failure if we can't halt the impending failure. But to realize that advantage we need to invest time in learning how to use a modern engine analyzer, such as setting up useful alarms and incorporating the monitor in our scan. Technology can be really helpful in enhancing the pleasure to fly by enhancing your situational awareness of what's going on under the cowling. Some may poke fun at suggesting the need of an engine monitor. But I still can't believe how many pilots continue to flying never noticing some of the simplest things like declining oil pressure till the engines seizes. That's too sad to poke fun at.

Most of you got your IR in trainers or aircraft without an autopilot. But anyone doing the IR with an airplane that is equipped with an autopilot can expect to demonstrate its proper use on one approach. Same for an IPC. With few exceptions, like NDB approaches, the candidate needs to be able demonstrate use of all equipment. That said, like everything else autopilot use is generally taught in stages, not introduced to fly approaches. For example, learning to use the FD and using it between approaches to help get set up etc. Sent from my iPhone using Tapatalk

This has come up probably a dozen times. I am very pessimistic on them and still doing an experiment on my 252/Encore. Flown our Mooney in all sorts of weather over the past 20+years, minus TRS penetration, and never had any radio interference problems. From what people say my experiment may not be complete till flying around the northern lights. Not sure when if ever that will happen for my Mooney. But I think it's hard to blame radio static or loss of nav all due to static that is solved by static wicks. I would have put them on years ago if I really believed the plane needed them.

Sure you don't have the airspeed safety switch, rather than squat switch. Its standard behavior for the airspeed safety switch if it doesn't think you have sufficient airspeed.

@aerodon bump Sent from my iPhone using Tapatalk