kortopates

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

correct, but it's more accurate to say original mid-body master cylinders don't need them. The original master cylinders are no longer available so many go to the current, larger capacity, master cylinders which do need them regardless if one goes to the long body calipers.

Good point. That is normal behavior for 2 axis installations without the electric trim when the AC gets out of trim. Sent from my iPhone using Tapatalk

Check your logbooks. When the Encore mod was done and presumably new CM2000-5 Master cylinders were installed, Mooney sold them in a kit p/n 940076-000 that includes two links p/n 850080-001 that extend the throw of pedal to correct exactly what you describe. (There are also a couple of new bell cranks spec's for the conversion separate than the links which appear to be present) I test flew another converted Encore, right out the conversion process, where it turned out they only installed the new master cylinders without the additional links and it had the same issue you describe; only corrected when they installed the missing part I referred them too. I am guessing same thing with yours.

My thoughts exactly! But it will double when the fix comes out.....

My recollection is split washers. But the TCM IPC is available online for free. So I’d encourage anyone with a parts question to look it up online. M-O and other TCM maintenance manual’s unfortunately aren’t free nor online; except for perhaps an out of date version. Sent from my iPhone using Tapatalk

Very true, i’ve helped many clients through this process with the engine monitor data to get the max FF increased. Sent from my iPhone using Tapatalk

yep, i stand corrected, it is just one bracket to support both. So adding it is easier than i was thinking from memory. Sent from my iPhone using Tapatalk

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