kortopates

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

Hi, How much for the Panel Dimmer? And the Load meter? Thanks Paul

You don't need an Ovation, but you do need: 1) a modern engine analyzer like an EDM-900 2) MAPA PAC chart for your 231 - which you can get by attending a MAPA PPP or any of the us Mooney specific instructors 3) Your instructor needs to follow an accepted IFR syllabus, or one modelled after one, that teaches the basics in aircraft control on instruments and the PAC charts numbers at the start, not approaches. If you still wanted to upgrade, I'd go for a 252 or Encore, as I did decades ago coming from a 231. The 262 is another good choice because it has the 252 engine. The 231 is handful because the Merlyn is not an automatic wastegate, but pneumatic Manual wastegate (despite what the marketing literature claims); a good improvement over the fixed bolt wastegate but far from automatic. An automatic wastegate isn't used till the 252's a And Encore which is why I upgraded. Still many many happy 231 pilots that learn to master their 231's - but 80 hrs is nothing as you'll come to realize after several hundred hours.

The GMX-200 was great with my pair of GNS-430W's. But I would never install it with GTN's. Instead of the GTN-650 and GMX-200, it would make much mire sense to install the GTN-750.

Thanks Tom! Like Mike said, Gina and I had a very nice day visiting with you all on a beautiful day! Thanks to all that could attend. Sent from my iPhone using Tapatalk

My wife and I, also a pilot, will see you all tomorrow for lunch. Maybe we'll see @Larry in the air also coming from San Diego! Paul

You wouldn’t be able to see possible damage, if any, from outside the plane. It won’t hurts the flaps but can crack the subspar and flap motor bracket. A proper inspection requires removing the belly pan and inspecting from under. Don’t worry though, we’ve all done it, hopefully it wasn’t long. But i won’t use any flaps till flap speed. aircraft that have a higher partial flap speed have the Vspeed for it listed. Sent from my iPhone using Tapatalk

If your looking for one in the San Diego area I can steer you too a good shop. But i would avoid Jared at Coast. They don’t want to work on older mooney’s anyway. We had an awesome shop in CrownAir till a few years ago but their maintenance facility is no longer. Those were the good old days sadly. Sent from my iPhone using Tapatalk

Yes, thanks for pointing that out! I was entirely referring to static drain and not the ports. I realize now the OP said port, but my mind just translated that to drain since how could a port not leak - its intended to open. So I assumed it was really a drain since they do often cause leaks.

I don't get replacing the static drain - if it was a drain rather than port. I am sure all it needed was a new internal o-ring and re-sealing the screw in top. The metal drain has no wear points but the o-ring and the thread sealant can need replacement. There is also an internal spring and clevis pin I have never had to replace (causing the resistance when you push the clevis pin plunger in). Mooney has a SB on these too. Anyone told they need to replace the drain should first try just replacing the internal o-ring.

Right now things are looking pretty good to join you all on the 22nd.

I wouldn't put any significance to the "sluggish" airspeeds. The turbo is entirely manual and you'd be surprised how many owners with them don't necessarily use the turbo unless they feel the need.

I will have to get it for sure to read his take on it. But i do at least the glide to an airport, followed by spirals down to the power off landing or at least the spirals above the airport to a power off landing on virtually every flight review i give - great and important training for us all. Sent from my iPhone using Tapatalk

I have yet to check that out but need too! Does he cover the Impossible/Possible turn in it? i was just teaching that to a private student. After 3 practice 360 engine out turns at altitude, we did it for real in the Mooney. We departed to 1000’ agl, pull power to idle, waited 4 sec and started the maneuver. He actually made it back with near a couple hundred feet of altitude to spare first try. Had to slip it in at the end. He had already learned to do the power off spiral to a landing for simulated engine out. Wish i learned these things as a private pilot but they came much later. Sent from my iPhone using Tapatalk

i am following along to see what you decide on. I am flying south to CENAM on the 26th. But if it happens before xmas and i am not booked with a student I’ll try to join up. Sent from my iPhone using Tapatalk

indeed! cool you also got the Guardian CO detector! Now all you need is the faux leather covered glareshield to set it all off. Sent from my iPhone using Tapatalk

You mean the missing compass deviation card that the plane is un-airworthy without? Yeah, noticed that as well.....

They're not cork but stamped paper gasket. Those look like the most popular Superior version I detest since the paper bonds to the aluminum after years of heat making them difficult to get off and clean up. IMO the silicone ones pay for themselves in the amount of time they save; besides being re-usable. The only silicone version is the Real Gaskets.

Now i see why your only doing 110 kts LOP. You’re flying inverted! That’s no way to enjoy the scenery [emoji38] The gaskets also have to oil free the next time they get re-installed or they will leak. Also after some flight hours, be sure to check torque is still good at 20 inch-lbs. these last almost forever if not over torqued. Sent from my iPhone using Tapatalk