gsengle

Nothing is worse than that feeling "I could die shortly". Funny I've had what I'd call 2 close calls in 18 or so years. And only one of those gave me that feeling. The first was a partial engine failure in a rented Arrow as I entered the pattern midfield left downwind runway 27 (I think) at KBED. I was a fairly new private pilot and just had gotten my complex checkout. As I leveled off at pattern altitude, and put in power to level off with gear down, and instead I got a backfire and a continued 300+ fpm descent at full power. Glad that my instructor had done tons of engine out landings with me in that Arrow as part of my checkout - short wing arrow is not the best glider... (Thank you Jessica Daisy!) Lessons learned? (fortunately I had learned these before this incident) 1. Don't hesitate to declare an emergency. If you aren't sure, declare. Everyone just wants to help. 2. Don't hesitate to turn TO THE RUNWAY. I had almost 2 miles of runway to use, use whatever part you need to. Last 3rd is fine if thats what works best. Diagonally across it (it was 150 feet wide) is fine too. 3. ALTITUDE is your friend. I was going to descend early to get under the KBOS class B, but a helpful controller when I advised I was going to descend, cleared me into the Bravo. (what did we call it then? TCA?) I suspect that if I had descended early and had my issue 30 miles short of the airport at 2500 feet, I would have ended up in the trees. As a joint use AFB, the firetrucks were at the runway before I was. A Citation on a straight in had to go around. Backfired again as I taxied in. Was all over in 90 seconds. As my 2 passengers were dancing on the ramp, then it hit me... But until then it was all calm no panic, training kicking in. The MassPort truck rolled up and handed me a radio to talk to the tower. At this point I was scared that I had done something wrong, caused a fuss. All the tower wanted to do was see if I was ok and praise me for handling things well and for promptly declaring the emergency. Years later, now in my personal Arrow (an aircraft that convinced me with its 137 knot cruise to upgrade to a Mooney, as much as I loved my Arrow) I was flying back on a very long VFR cross country from Florida back to MA. Would have been an easy IFR flight (lowish ceilings in the Carolinas) and VFR to the north and south with broken to scattered. Had just bought the plane, actually to get my instrument rating in, but hadn't started just yet. Had never been in IMC even with an instructor. Should have just flown over the overcast, but as a VFR pilot that made me nervous. So I went lower. And lower. Most places were reporting above 1500 feet and I was along the coast so could go low if necessary I figured. STUPID. Near Myrtle Beach flying at maybe 1000 ft just offshore, I inadvertently entered IMC. This is when I got the "I COULD DIE" feeling. I had had the 178 seconds to live message drilled into me and felt very disoriented. I had a basic autopilot so I did the right thing, I turned 180 degrees with the heading bug/autopilot and within a minute or two I was back VMC, but weather was deteriorating. I confessed to ATC (you always get VFR advisories on a cross country, don't you?) and got help with vectors to a local VMC airport. Got stuck there for a day or two - and ended up very motivated to get my instrument done. I'm sure now I was in greater danger in the first incident, but the second one was the first time in my life that I got that "I could die now" feeling. The best way to avoid that feeling is training. In the first case, I was prepared. In the second, I was not. That was the difference. And a Mooney with lots of excess HP, skywatch, weather, strikefinder, FIKI, dual alternators, dual vacuum pumps, lots of fuel (and soon backup AI) is also a great form of preparation pinch me! g p.s. anyone know anyone who might want a nice IFR arrow? I want it to get a good home! http://www.aso.com/listings/spec/ViewAd.aspx?id=133943

Quote: jetdriven G: there are two transistors that are sorta connected together in mine. Test the transistors individually, and you can replace them with a MOSFET transistor. there are also two ridiculously small fuses in there as well. And a rheostat.

Quote: jetdriven PM me to learn how to replace the panel dimmer components. I had to replace both transistors, the legs go through a hole in the bracket, and the mounting screws get loose. When you tighten them, or disturb the wire as I did, the leg contacts the hole and it kills the transistor. Of course the old transistors are not available. So after boning up on how the transistors work, I replaced them with a modern MOSFET design. My panel dimmer now resides behind the right yoke and mounted longitudinally, as newer ones do, freeing up a ton of panel space.

I have the opposite problem. Mine just falls asleep. Totally nonplussed about flying. I'll point out cool sights or clouds or whatnot, and I get a *yawn*... I guess I prefer this to not being willing!

Quote: fantom Hopefully not inverted all the way

Quote: Parker_Woodruff Read above from Stacey Ellis - Mooney fixed a mistake in their parts pricing.

Quote: docket So much for the old adage that Mooney parts are cheaper than Beechcraft. At least if you get the switch they will throw in a free tour of the factory.

I have an update. Flew down for the launch of Endeavor this weekend. On the way back I had a flight that made me very happy. According to flightaware, I averaged 191kts (tailwind helps) at 9500 feet, nonstop from Daytona Beach back to western MA. 4.8 hours. Landed with 2 hours of fuel left in the tanks. Was getting 16+ nautical miles a gallon, and was at 20in of manifold pressure burning only 12.5 gph or so lop. So, with 100 gallons in the tanks, I could have gone 1600 theoretical miles that day...

'96 Ovation here, identical setup, and about 10% of the time, the oil temp gauge does exactly as you describe. Been told its probably the gauge itself. I just watch the JPI, which seems to have more accurate readings, even when the analog gauge seems to be working.

Quick question - I think I've just about mastered my KAP-150 autopilot, but have one thing I'd like to confirm, and imagined that many here would have the answer. If I'm flying an ILS or say LPV approach, and I've captured the localizer outside the FAF and am in approach mode and in alt mode, having leveled off prior to the FAF, does the autopilot care if im in alt mode or not? Will glideslope capture automatically disengage altitude hold? Does the alt mode matter at all? thanks! Greg

Quote: allsmiles This is an excellent choice. In my humble opinion I would have done the same thing. If you want to perform a crude cost analysis I arrive at the following: Proactively OH AI and HSI $2200 every 1000 hours Proactively replace vaccuum pump every other annual $300 Install electric AI $2000 Total icost over say 20 years of flying approx. $200 per year or thereabouts? Do the math for your own unique situation. You can even install a standby vaccum if you want additional layer of safety. How much was that glass panel again??!!

Or for the science geeks - this one seems reliable http://einstein.stanford.edu/TECH/technology1.html

Thanks everyone, this has been an education! I'm sure there is a special spot in heaven (or hell) for anyone who sets off a thread like this. I suspect that our Mooney accident record is better than many other types is in large part the people who fly em. So I've decided after all this to overhaul my King AI, and that the only near term upgrade I will make is a standby electric AI. This is the least expensive path and maximizes my mission capability. And besides, I really like the way the King units look and I like my instrument scan. I'm no luddite, I'm a pretty young guy, and actually work in technology and software. But sometimes if it ain't (too) broke, don't fix it. Now, since the backup AI is just that a backup, can folks point me to what my best options are - i.e. cheapest. Refurbished? Model/Brand? Best source? I've never bought something like this before. thanks! Greg

Quote: allsmiles I think we need to stick to all applesor all oranges! Yes they did come out with somrthing beter. The GTN 750. A huge improvement on the 430/530 boxes which in their own right were huge improvements on the RNAV boxes. But in this case we are talking about taking out perfectly capable King HSIs for what? Aspen or g500?? Where is the benefit. I don't see it. I callthis path a downgrade!

Quote: Bnicolette No!! I wouldn't! You have a very solid and beautiful KFC 150. I would overhaul both HSI and AI if needed. Put the extra money in a new vaccuum pump q 500 hours if you want to be proactive. I have the same exact thing and I love it. I would not downgrade to an Aspen or a G500 for that matter. Think about it. You still would need the existing instruments as backups! What is the point? And I did say downgrade!

Is there any argument for looking at the G500?

Really good points. I'm now thinking, overhaul the AI anyway, since I'll just move it to become the backup when someday I do the aspen. And then when I'm ready to spend on backup ai/gpss, just do the aspen. I can't imagine taking out the vacuum system will save that much weight... Would it be worth buying a 2k electric AI just to remove the vacuum system? How much might I get for the AI/HSI? I'd get more for the AI in working order I'm sure... g

Well, here is my panel. ’96 Ovation. At some point I'm planning to add GPSS and a backup AI, and then I think its perfect. (you can’t see the Stormscope or Skywatch which are displayed on the 530, and I plan to get weather on my iPad with an ADS-B receiver) I have the spot for the electric backup AI, and the GPSS doesn’t need much space. But here is my dilemma. I'm kinda old school, and like the way the AI/FD and HSI look, so wasn't planning on going to an Aspen, certainly not any time soon. I have enough capability and I’m saving the money for an upcoming overhaul. I figured I'd add the standby electric AI in the spot on the bottom left, and GPSS doesn't take much space. (although I'm not sure which product to buy in either case - advice?) But here is the problem. My AI looks like it is in need of an overhaul. $2,000. GPSS, $2,000? Backup AI, $2,000? I'd solve for both the backup AI and the GPSS with the aspen. Do I really want to do this? My inclination is to repair the AI, and save up for the backup AI and then the GPSS over time. Does the aspen work seamlessly with the king KFC-150 autopilot? Thoughts?! Greg

just for fun, from the test flight - yes we do have mountains in the east...

One mystery kinda solved. Turns out the suppression circuit only works with the DME turned ON whether I'm using it or not. Anyone else have this experience? I'm not going to worry about it - but is this how it should be wired? AI seems to be fine now after changing pump....

I do use the claw. Would love to see that video. I'm imagining it would vary by soil type, wetness, etc... hmmm http://www.theclaw.com/C100.html g

I wonder if he really thought he would be able to take off again? How tough do you think landing a warrior on a beach would be? Would it even taxi?

I saw that. Sounds like maybe the magnitude of his poor judgement has sunk in with all the press coverage, police and FAA interest, audio tapes everywhere, etc. Sad. But someone could have been killed.