kortopates

The $1300 version could be the newer part # that is riveted versus the original spot welded part #. Sent from my iPhone using Tapatalk

You have 2, fig 64 & 65 and always painted. the exhaust tail pipe is right below the right hand one and pointed down away such that most exhausts doesn’t hit the belly till after these parts that cover brake master cylinders - both sides if you have dual brakes. never seen them unpainted and mooney parts are aluminum. Sent from my iPhone using Tapatalk

The taller the vertical development the stronger the elevator ride. The updraft is strongest in the upper portion as well. Although it varies I am personally deviating for anything more than 5K and often smaller. Just a week ago i deviated for about 4-5k and so did an airliner right behind me - we were both descending to different airports in the Vegas area. IMO deviate when any doubt, ATC is always helpful and understanding. Further if in strong updraft/downdraft i’ll let ATC know i am unable to hold altitude temporarily- sometimes i’ll get a block altitude but mostly not, (probably from flying in the teens with little traffic). Sent from my iPhone using Tapatalk

As for who was actually flying, given the grand father is an ATP/CFI, assuming he was a current CFII, it shouldn’t matter. I’ll bet since he was operating the radio, he was in the right seat. As very current CFII and plane owner about the only time i am in the right seat is if I am solo, otherwise my wife is in the left seat regardless of who’s flying. Of course absolutely nobody intentionally flys into a thunderstorm nor even a large growing cumulus with large vertical development. It would be no surprise when that the aircraft encountered severe turbulence penetrating convection and the pilot then disconnected the autopilot and then lost control. In the past with my BK KFC-150 AP, one could definitely fly the plane better in turbulence without it. With the new digital GFC-500 with yaw damper perhaps it could do better job if just trying to maintain heading without altitude hold. Sent from my iPhone using Tapatalk

All true but airmets for icing don’t constitute known icing. “Known icing conditions" involve circumstances where a reasonable pilot would expect a substantial likelihood of ice formation on the aircraft based upon all information available to that pilot. I prefer the FAA Legal interpretation from Bell 2009 https://www.faa.gov/media/14431 For some pilots it just takes freezing temps and clouds but in this case it sure looks like a reasonable pilot would conclude icing conditions were very likely. I am more and more of the opinion this was due to convection, first with an updraft so common in cumulus with significant vertical development. The final report is going to be an interesting read if they cover this in depth. But not very timely 2 years from now. Sent from my iPhone using Tapatalk

Agreed, but if he didn’t get a rather complete briefing i suspect he would be too busy after departure to see airmets. But he could have been doing that before he landed at Chattanooga. The thing that makes we question LOC from icing is that the aircraft never got slow before losing control. Once level it sped up to 183 kts grnd speed before what appears to be LOC. So Now i am wondering if it was severe turbulence as in convective clouds. Sent from my iPhone using Tapatalk

Pilot was on an IFR flight plan to Burlington NC. They were on the ground for 40 minutes before starting this flight that ended in about 18 minutes. About 12 minutes to climb up to 7000' only after 7 minutes of cruise it was over. Was the pilot able to get a wx briefing before departure (if only self brief)? Does look like spatial D but could have just as easily been LOC from icing. Hope the preliminary offers some insights. 3 people gone - so sad.

sounds reasonable, verify what Vx is, it’s 12 degrees in most. Sent from my iPhone using Tapatalk

Try an oil ring solvent flush first. Sent from my iPhone using Tapatalk

They are both 70 amp TCM Alternators with different part #’s simply because one is gear driven and the other belt driven. Because the belt driven alternator is always turning faster, do to the way it’s set up, it naturally already takes 80%+ of the load. Which is good because it’s easier to access and maintain. Because of the load difference the #1 should go a long time. I have just about 2000 hrs on my #1 alternator drive coupling and no issues ever so far. I change the brushes out when ever i have it off for almost any reason to avoid ever having to remove it for brush change - which i have never has to do. TCM recommends changing them out at 500 hrs but i personally think that’s excessive plus we really don’t see dual alternator failures. Sent from my iPhone using Tapatalk

John, you can very accurately measure your spread at much lower power setting, such as 20-22” MAP or more closer to 22-24 with a lower prop rpm; capture your sweeps with your engine monitor. Plus at that lower power setting you can do full 30 sec LOP May checks to check the health of your ignition. With the lower power setting your TIT won’t spike so high. You mentioned your holding with couple tenth of the target MAP doing the spreads - that’s excellent but up to 1/2” is usually good enough. But that is more challenging with very poor mixture compared to very good mixture. BTW, if you still have your old GAMI injectors i’d just send to John-Paul and they’ll clean and bench test to insure they’re still to spec and return for a modest fee. Sent from my iPhone using Tapatalk

Unless you get a platinum edition TCM engine the stock injectors are terrible yielding 1.5 or worse Gami spread. The TCM Position Tuned injectors will get you just above 0.5 at 0.6 - 0.7 on average. I have yet to see a TSIO-360 that will run any where near 60F LOP. About 35F is the limit with good mixture and fine wires; partly due to the Slick mags. A Surefly can help some and a few have switched to Bendix mags. Sent from my iPhone using Tapatalk

https://www.aircrafthose.com/ can’t go wrong as they guarantee fit too and have no age limit. But lots of other folks do these including aircraftspruce. You can, or your A&P, can just make them too, but make they have ability to pressure test them before installing. Sent from my iPhone using Tapatalk

Not trying to speak for Jon, but a pretty obvious one in my mind is TFRs. We all know we need to stay out of TFR’s but VIP TFR’s often allow exceptions when you read the small pint. Some allow flying in and through as long as we’re talking to ATC while squawking while others don’t. Some of the more complicated ones are divided into 2 areas with an outer ring that we can fly in if squawking and talking. Flight conditions and time constraints might make it challenging to read all the fine print while flying. True these questions can be posed to ATC but if you’re aways out from their airspace FSS is the better one. Then there are simpler ones like your a ways out planning an approach using a VOR and you see a NOTAM for your approach that the TACAN is out of service - i can see some pilots wondering does mean just DME or Azimuth as well? There are lots of NOTAMS that can be confusing that we could do a little research on the ground but when discovering them in the air we may need a little help. Incidentally, i have to add a “Properly trained PIC” is non-sensical. Even on the day of our checkride we don’t know everything. The adage that the certificate is nothing more than a license to learn is right attitude IMO. Sent from my iPhone using Tapatalk

We had inspectors from a neighboring FSDO conduct ramp checks at one our local fields over the course of several days. We all wondered why they were doing so outside of there own jurisdiction. If i recall correctly it was part of a new inspectors training. Sent from my iPhone using Tapatalk

Quite the conspiracy theorist! lol Only partially true, it’s a “Ply Rating” - not a ply count. it’s been since before my time that the rating actually matched the count. With modern materials they make 4 and 6 ply “rated” tires with fewer than that many physical plies and have been doing this for decades. Think of it as a standard rather than a count. Sent from my iPhone using Tapatalk

In the US I've only lost GPS for brief few moments on multiple occasions in different trainers - never my aircraft. Took a long time to figure out but it stemmed from a interference from the radio on the SEE tower frequency where apparently a harmonic from a separate radio on the 120.7 ctaf freq was killing the GPS signal and the unit would have to re-acquire them - all taking time and this happening crossing the FAF added additional challenges. (using the GPS radio was never a problem and the solution for those installations with this issue). But flying out of the US I have been jammed several times since those jammers are very cheap and easy to get a hold of. Those losses last for many minutes depending on altitude till you get far enough away. Not a big deal when VMC but a real pain in IMC. In all of these occasions it wouldn't matter how many GPS's you had, but in the latter jamming scenario I tried a portable as well without success.

No, these are both entirely on condition although TCM does have recommendations for scheduled alternator maintenance. But every time I have my #1 alternator off I get it bench tested and maybe the brushes replaced depending on hours just because its a real pita to R&R it on the plane.

It is the same part but they only use it on larger turbo's so didn't see a need to get the TSIO-360's added to their AML. But this is still the original spot welded version and there is a newer TCM part # here on Mooneyspace, which is more expensive, that is a riveted and isn't subject to the AD.

Is this very recent potential closing? They have a 5 star review as recent as 4 months ago. That said, I would hate to spend much money on a KFC 150 issues since they get very expensive so I solved my porposing issue with a GFC-500 install and couldn't be happier. Its 10x better except for the limitation it won't fly an ILS without GPS! You have to use heading and VS without GPS.

Actually you’re losing ~30 lbs in useful load but gaining ~60 lbs in payload and maybe about an hour less in range. Sent from my iPhone using Tapatalk

Great upgrade! But he could have applied a little touch up paint to the new rivets - something you can do and get a paint match at an automotive paint shop. Sent from my iPhone using Tapatalk

Well yes, every time they have their tanks properly stripped and re-sealed. Of course it’s not frequent at all, but generally more than once over the plane’s lifetime and likely to be in time for finding issues. I know my tanks don’t have rated fuel capacity because my tanks look just as bad as these if not worse. i think someone added a sloshing compound at one time to fix leak(s) They’ve been very abused in prior ownership patch jobs - but don’t leak so in no hurry to fix this. Sent from my iPhone using Tapatalk

send pictures to Clifford there for an estimate but he won’t be able to give you a complete estimate till he cleans up your parts and measures wall thickness - he’ll replace all thin sections and make it good as new. I would expect it will need more than the flame tubes. it’s important to send everything so he can make sure everything fits right after repairs. Sent from my iPhone using Tapatalk

send pictures to Clifford there for an estimate but he won’t be able to give you a complete estimate till he cleans up your parts and measures wall thickness - he’ll replace all thin sections and make it good as new. I would expect it will need more than the flame tubes. it’s important to send everything so he can make sure everything fits right after repairs. Sent from my iPhone using Tapatalk