kortopates

Not with absolute certainty. But there are only a couple possibilities. And for sure, cold oil contributed to or exasperated the situation. Sent from my iPhone using Tapatalk

thanks - hopefully fixed now Sent from my iPhone using Tapatalk

With literally thousands of hours of flying right seat i’d say it’s an acquired skill that takes quite a bit of time and needs to be constantly practiced to be doable in weather. Personally i don’t think someone that hasn’t practiced it before they do it in IMC is going to fair well; especially if they weren’t proficient on the full panel to begin with. I agree with the sentiment it’s a terrible configuration to place backups were they did. Sent from my iPhone using Tapatalk

I thought I'd show an example of an engine anomaly that pilots need to be prepared to take swift action to save their engine cylinder(s). Many pilots have a very nice engine monitor installed but its mere presence doesn't do anything to keep you safe., That's up to the pilot to keep the monitor in their scan and learn as much as they can about how to use them. I know many here have saved themselves multiple times from impending catastrophic damage because they were using their engine monitors as intended. For those learning I offer an an example of severe classic Detonation. The pilot became a Reno Racer with 25" of over boost over redline. Would you have caught this? It only took a little more than minute to cause the catastrophic damage below. CHT6 got as high as 719F the cylinder was over redline for about 90 sec and every cylinder exceeded redline. Redline MAP and RPM are almost identical to a intercooled 231 or 252/Encore. First the data: What happens is the overboost creates a very lean condition because the fuel system can't meet the demand of the added boost/air. So we see TIT go over 1700 and then the detonating cylinder EGT go up over 1800F causing its CHT go to 719F before the engine quite entirely - seizing. From the picture you can see the molten aluminum remains of a piston.

Hi Chris, thanks and me too! I understood your caveat, my contention is that if one gets comfortable using them on approaches it becomes too easy to forget when in subfreezing temps and deploy them and then see them stick open even without being in icing but just subfreezing conditions. Sometimes i’ve thought i should just pull the breaker to ensure not accidentally deploying them. Agreed though if you’re disciplined enough not too then it shouldn’t be a concern, but for those that get into the habit of using them it’s very easy to deploy them when they shouldn’t be. Paul Sent from my iPhone using Tapatalk

I'll disagree since if you fly in weather, and you get comfortable using them on approaches then it will be too easy to forget and deploy them in subfreezing temps by accident and then won't be able to get them to retract or even worse only one side retracts. personally IMHO its really poor form to use them on approaches and in landings, in the same vein some pilots only want to use partial flap on landing to avoid properly trimming and airspeed control; i.e. a crutch. Ordinarily I am all about using every available tool but speed brakes can be hazardous in subfreezing temps. My personal goal in speed brakes usage is to limit my use to ATC mistakes rather than my own in order to realize maximum efficiency in my descents - so I'll take a PD descent at 2-300' FPM at cruise power every time I can get.

You don't know how good you have it their at WVI! After years in the planning, our county just started selling Swift 94UL at one of our local airports through one of the fuel providers for the sum of $10 gal. Can’t wait to see real G100UL to make it down hear at competitive prices which should be more inline with what its selling for by you.

Probably the vast majority of winterization mods for the oil cooler are fabricated in the field by just covering over the part of the oil cooler with some aluminum after first experimenting with some aluminum tape. But with only the 1 factory CHT probe I wouldn't want to touch that at all. You need proper instrumentation before doing that so I suggest holding off till you get an engine monitor. Given these piston engines are always trying to kill us, I would have done that yesterday!

agreed it merely looks like blade scrape from excessive shaft free play. One should try wiggling the shaft of the compressor, as i bet you'll see it that's why its contacting the side wall. Its a common way they can wear out.

Well i never used Garmin data. Garmin was pretty late to provide GNS data. It was all Jepp for a long time. I had migrated to the GTN before garmin offered GNS data. Even as a GTN user i still use Jepp data. Unfortunately Jepp hasn’t had the best reputation for supporting Mac users either although all my experience is with PC interfaces. Sent from my iPhone using Tapatalk

The GNS was major step in capability when it came out in ‘98 and pretty much replaced the only real competition it had from the older BK 89/90/94 gps’s. it only really competition was the Apollo CNX-80 that was the first WAAS ifr gps. but it wasn’t long till Garmin provided the GNS upgrade to WAAS for $1500 which most folks took advantage of. The GNS or Apollo paired with a MX-20 providing satellite weather was state of the art for several years till we had other newer options. But yes a non-waas gns with lnav only approaches is very limited by todays standards for many reasons including flight planning, raim checks, and limited rnav approach capabilities. Whereas a GNS waas units paired with a Flightstream is essentially far more capable despite also no longer supported and somewhat on borrowed time because of it. All my personal opinion of course. Sent from my iPhone using Tapatalk

If you want to expedite he can have an exchange or new unit ship out monday but sending in yours for repair is usually a lot cheaper but more than double the time. Sent from my iPhone using Tapatalk

pull it off and send it to Gary at Mainturbo Sent from my iPhone using Tapatalk

No not on a 231, with a manual or fixed watergate. Full power is redline MAP and RPM full rich. But it is full throttle on engines with a hydraulic wastegate and controller to maintain redline like the 252, Encore, Bravo and Acclaims. Sent from my iPhone using Tapatalk

I’ve always been able to get a new PC to run old s/w like that using compatibility mode. You can experiment with different setting but going straight to XP service pack 3 should work perfectly for this. Sent from my iPhone using Tapatalk

I wouldn’t be worried. but the proprietary cards are the weak link of the GNS’. But Jepp makes them and will always have data for them as long as there are users. But these days a non-waas unit is living on borrowed time. Sent from my iPhone using Tapatalk

Wow, that must’ve really sucked and taken a really long time to put together a flight plan. Plus the challenge in correcting errors before going off in the wrong direction must’ve been a challenge. i hope you some sort of backup that had the real data if even a vfr portable gps or ipad so you could get at least see the fms route looked as expected. I remember the days when memory was really expensive and it was a lot longer than 10 yrs ago! And we complain about Garmin prices… Sent from my iPhone using Tapatalk

Checking waypoints only applies to enroute and terminal mode. re-read first line of second paragraph regarding approaches - db has to be currrent! Sent from my iPhone using Tapatalk

Regarding the Garmin AFMS since- there has been no change to Garmin’s limitations between GNS and GTN navigators - expired databases can not be used for approaches. it’s never been otherwise. Sent from my iPhone using Tapatalk

I suggest looking the other way around, look for a rental Mooney and the instructor will be available through the organization that's renting it. But really just wait till you get your own. A couple hours of transition training isn't going to make any difference till you have something like a 100 hrs in type. There were a couple rental opportunities in the bay area. I don't know any instructors that use their personal Mooney's for instruction - for several reasons but insurance prevents it right off.

If you’re referring to the AIM it’s always said that and provides a much broader interpretation but it’s really irrelevant since your AFMS trumps the AIM and every Garmin AFMS since the GNS models had said you can only use an expired database for enroute and terminal mode only after verifying each waypoint of data you’ll need which really isn’t practical - and it’s not talking about approach plates. Garmin has always required an up to date database to use it to fly rnav approaches. (conventional approaches are left out since you don’t need a GPS procedure to fly them but most of us actually do anyway for the DME fixes). Sent from my iPhone using Tapatalk

You want to send it to Bobbie Eldridge at Globe in AL. The “repair” will be a new motor to the current new production Mooney spec with the next size up roller pins which will help longevity. Much cheaper than new from Mooney even though that’s exactly what you’ll be getting. Here is an older thread with more info, if it doesn't have contact info there are at least a half dozen threads on this topic to find it. Bobby is at BEldridge@globemotors.com

I’ll disagree on Garmin EIS. EDM is still superior especially when it comes to leaning tools and Fuel pressure. Fuel pressure on the Garmin EIS’ suffer from large fluctuations that don’t typically respond with a snubber to dampen them. JPI has invested in quite a bit of smoothing s/w to dampen fluctuations. The big pro on Garmin is its level of integration of the EIS with flight data which is very nice but it comes at expense of some basic needs which surprises me after all these years. Sent from my iPhone using Tapatalk

Still very true but done in the context to balance EGTs using an engine monitor. Sent from my iPhone using Tapatalk

just check the part # on the Sonalert for the gear horn above your head. There are a lot of different Sonalerts but our Mooney's only take SC-628P for gear and SC-628 for stall and autopilot