kortopates

every large company i worked at prohibited my GA flying; for the liability reasons stated. i would get away with it saying i was driving for awhile but then taking a colleague along and the word eventually gets out. Don’t think you’re going to fix this. Sent from my iPhone using Tapatalk

You didn't malign Medeco! If you got yours from aircraftsecurity.com then I'd expect you paid in aviation units. But going directly to local locksmith dealer, I only paid a fraction of that. Just saying these don't really take an STC to install and widely available locally. But it does take an A&P to do minor alteration too.

Although its been more than a month since I was in there looking around so my memory could be flawed, I recall a separate shelf bracket was installed for it. I recall it sat just opposite of the pitch trim servo.

Medeco locks can be purchased through any Medeco locksmith dealer. Once you're registered through them, you can purchase new keys anytime for very reasonable cost. Sure, its much more expensive to do this via shipping to the above company that offers an STC approval for installation. But most IA's won't consider this a major alteration and therefore I am sure would be willing to work with you and a local dealer to get and install the locks with you doing the gopher work. Even my local locksmith bent the tang that turns on the lock to my spec to customize the lock to properly fit the baggage door and cockpit locking mechanism at modest cost or no extra cost. I was expecting to do that myself but they did it simplifying the install.

Certainly can add it later, but it won't be trivial. Garmin has its own hardware and brackets for each servo, nothing from my KFC-150 was reused, but most hardware used by Garmin was very similar to the BK AP.

The original locks are a chicago cabinet lock. As pointed out, this may be a good opportunity to install a much more secure lock. Sent from my iPhone using Tapatalk

i’d say it’s a reason not to deploy flaps above max flap extension speed - not avoiding full flaps! Landing a few knots slower with full flaps will be much gentler on the airframe and gear over time. Sent from my iPhone using Tapatalk

I like mine in a K, same fuselage. YD makes it easier to climb to altitude but my climbs are much longer than yours but its also turn out to be a big plus in turbulence. Out west turbulence is common. but yes it’s another servo install just like the others back in the tail. Sent from my iPhone using Tapatalk

technically no because a pilot can’t perform an alteration. but after an A&P properly logs then a pilot can replace the same part in the future. Sent from my iPhone using Tapatalk

Not on engine monitor interpretation per se, just presentations, webinars etc. The first step though is to learn the science or principles of combustion as it relates to our aircraft piston engines. Advanced Pilot Seminars provides a great structured online course for a reasonable cost. Besides that there is no shortage of free articles on the internet by Busch (available on SavvyAviation.Com, Avweb, and YouTube webinar recordings) Deakin pelican perch articles on Avweb and others. Really lots of material to learn from. Mike has also published many of articles in a growing number of books available on Amazon. Sent from my iPad using Tapatalk

I chucked reading this because my Private J model student got this very question from the DPE. But all seats occupied with limited fuel range. Student initially didn’t take into account maximum baggage weight capacity either till it was pointed out. Sent from my iPhone using Tapatalk

First thing should be to comply with 208 service bulletin for corrosion in the lower steel frame if it wasn’t accomplished at pre-buy or recently; especially if parked out doors in a prior life. will be easy to check now that it’s opened up. Sent from my iPhone using Tapatalk

True, but in every partnership i have ever known with more than just 2 pilots, only a minority were very active with the plane. Sent from my iPhone using Tapatalk

you’ll need to replace the bent bell crank, but before you fly it make sure to identify the cause and rigging. it could be slop in the holes of the rods or any number of things including gotten bent while up on jacks doing retract test. See someone familiar with the Mooney gear. Sent from my iPhone using Tapatalk

I probably should have included knowledge with experience. I tend to think most pilots gain the knowledge with the experience but i know Scott will readily point out he sees plenty of exceptions as an educator. Sent from my iPhone using Tapatalk

i am pretty sure a quick call to Precise will tell you when they introduced electric. that will narrow it down. Sent from my iPhone using Tapatalk

He had 5 partners, so the pilots currency is still in question. But the recording is very telling IMO. i only read him admit to that the FAA/NTSB that they would need “to check his instruments”. Sent from my iPhone using Tapatalk

That’s really not the issue. non fiki aircraft encounter icing all the time. nor is giving a pirep for icing an issue. the issue is when you get into it you don’t have a plan B to get out of because your flight planning didn’t provide for icing contingencies and your stuck in it. But if your planning gives you an out no one is going to deviate you. Really you have to practically fly into severe icing with no contingency options to get out to get deviated - as pretty much stated in the Bell legal interpretation. The end result comes down to experience, and equipment, where a lack of experience demands an order of magnitude more conservatism. Sent from my iPhone using Tapatalk

Often a vintage Mooney can get out of CG with 2 big people up front and very light fuel - like 20 Gal. but not if you have a cg further back. My 252/Encore has 1120+ useful; probably the highest in the 252/Encore fleet and it’s loaded except for TKS. Sent from my iPhone using Tapatalk

This isn't normal; especially with throttle closed . But there is an exception only if the engine driven fuel pump is the latest design. In the latest TCM revision they did open a galley that allows fuel to go forward out the pump to the throttle body and fuel divider at ICO. Prior to this it was impossible and most engines out there still have the older design. even during pump overhaul there is no requirement to bring the pump up to the latest revision in the TCM IPC; you'd pay extra for that. So this exception of the newer pump applies to very few. I have it but still don't see what you state. The fuel divider valve specifies 3.5 PSI to open it it, not one 1 psi. Thus without 3.5+ psi, fuel won't get into the fuel divider/manifold. Anyway, I use this procedure all the time, but because I am an informed (being an IA and a CFI) I only use low boost rather than high boost to minimize fuel getting to the cylinders since I have the new pump design - it seems like common sense to me. But I find vast majority of pilots much prefer the high boost because it's half the time. But when you do your own maintenance it encourages you to be much more conservative about aircraft limitations. For example, I'll never drop my gear at max 140 kts, it got to me under 120 kts; preferably at 110 same as max flap extension speed which I am also more conservative about...

Or selecting full flaps early could also explain the sudden drop in altitude. Sent from my iPhone using Tapatalk

nobody cares about the FCC licenses but the FCC! at least for private GA ops in north and central america. i have them but never shown them. Mexico will make sure you didn’t come in on an expired registration because the FAA has asked them too - similar to your Customs example with pilot license. But Customs is getting lax about that since recently they now look up all your paperwork with face recognition s/w on their phone. Sent from my iPhone using Tapatalk

It’s really as simple as the symbology used. It charted as a minimum altitude. If it was intended as a mandatory altitude, which it’s clearly not, it would have been charted as such with a line above and below the altitude. See the Chart symbology users guide for the meaning. Sent from my iPhone using Tapatalk

although it does build pressure, what it’s really doing is recirculating hot fuel back to the wing tank through a return line at the pump and bringing up fresh cool fuel before starting. Only Continentals do this. Sent from my iPhone using Tapatalk

"turn on the low boost pump" is priming. The POH actually has you priming while cranking; but not all do it that way, yet its always worked for me.