Basic Member
  • Content count

  • Joined

  • Last visited

Community Reputation

68 Excellent

About exM20K

  • Rank
    Full Member

Profile Information

  • Location
  • Model

Recent Profile Visitors

669 profile views
  1. yes. it's commonly called a "pop-off" valve. it's a cylindrical piece about 3" x1" towards the end of the induction system. It's there as an emergency measure on most every turbo'd engine.
  2. your shop should have or should be able to make a cover to replace the overboost valve. Fly with it removed, and see if it is the malfunctioning piece. The symptoms sound like it is, and it's a lot cheaper than removing and shipping out wastegate/controller.
  3. Bad day for Mooney’s on Spruce Creek

    completely agree - it can be mistaken for a lot of things. A voice annunciation is almost impossible to ignore.
  4. Bad day for Mooney’s on Spruce Creek

    That is a great feature to add. I believe the voice annunciation in the G1000 planes is a huge safety feature - "Check Gear....Check gear" plus the horn is way more effective than horn alone. Now, if I could only get her to shut up with the "Stall....Stall....Stall" stuff on short final at 1.25 Vso.
  5. Bad day for Mooney’s on Spruce Creek

    I once received a radio call on short final: "Mooney: Check your gear." It was up. I was so focused on the banner-tow plane doing a pickup parallel to me in the grass that I simply forgot. I suspect that a lot of gear-ups have in the chain leading up to them, a break in normal flow. I've no idea if that was the case here. -dan
  6. Rosen Visors G1000/DX Aircraft

    LOL. The shop broke the factory unit, and two replacement Rosen's are less expensive that one puny factory visor.
  7. Rosen Visors G1000/DX Aircraft

    Ok so here is the video demo. I think.
  8. I don't/ Maybe I'll poke around back there tonight and see what's what.
  9. yes - that is what theytold me at OSH last year. I'm just trying to visualize how this all works - together with a boom canula - without creating a forest of hoses... thanks
  10. If anyone here uses an O2D2 with the factory overhead oxygen ports, could you tell me how you have rigged it: eg: is the unit dangling from the ceiling, tucked in a pocket, or something else? Thanks in advance -de
  11. Icing event.

    If you're referring to me, then, no: I don't believe so. I've not engaged in name-calling here, either. You have.
  12. Icing event.

    "I was just trying to relay some of my experience with operating a Mooney in ice." To what possible end? To encourage someone that "mooney's carry ice better than most people think?" That's great! Anti-authority: once you picked up ice, you were in known icing. My recollection of the regs was not that you were permitted to plow along until you reached the stall strips. I could be wrong, of course. Invulnerability - no, I could tell you about some of the icing encounters that I had during instrument training and other times that snuck up on me that scared the hell out of me. I had a healthy respect for ice. What I'm talking about is droning along in trace rime. No - you said originally: My rule of thumb was when the ice is thicker than the stall strips it is time to take some decisive action. Here's the definition of "Trace," since you are evidently ignorant of it: Trace Ice becomes perceptible. Rate of accumulation is slightly greater than rate of sublimation. It is not hazardous even though de-icing/anti-icing equipment is not utilized, unless encountered for an extended period of time (over 1 hour). Pray tell: how does "Trace" ice accumulate to 1/2 inch? Macho? I follow rules and ADM rubrics. I don't bust minimums. I don't fly non-FIKI planes into icing. If in unforecast, unreported icing in a non-FIKI plane, I'd immediately get the heck out of there. Here's part AOPA's section on "Macho." I've bolded the part relevant to this discussion. Macho Pilots must have a high degree of confidence in their ability to operate an airplane. Aviation is full of challenges: flight planning, decision making, computing, and navigating. Our training is designed to foster our self-image as competent, capable pilots. As aviation pioneer Beryl Markham wrote, "Success breeds confidence...." Each time we succeed in our flying, we have more confidence that we can do it again. Sometimes our confidence outstrips our ability to safely fly the airplane. Especially when we have a strong desire to accomplish a goal, we can fool ourselves into believing that we can do something that is actually stretching the limits of our abilities. -dan
  13. Icing event.

    You mean, like, ATP's, airline pilots, people who use an operations manual? the data do not support your untutored prejudice.
  14. Icing event.

    How about you read what I wrote. Your rule of thumb *is* illegal, dangerous, and barking up the wrong tree. I made no mention of what was legal in the 80's, but since you bring it up, the only part you claim not true in the 80's is the "illegal" part. Everything else was true, and I'm not certain about the legality then of droning along in icing. You misunderstand what icing does to the airplane and how it creates a very real threat of loss of control - often near the ground. To claim that 'Mooney's carry ice better than most people think' is dangerous and preposterous. Have you polled "everybody?" You evidently are not qualified to assess how well a Mooney aircraft carries ice, but I can assure you that the laminar flow surfaces do *not* carry ice well at all. And airfoil degradation is only one of the many risks that comes with icing. Think: pitot tube, control surface impingement, fuel vent plugging (not in modern mooneys, thankfully), the weight of the ice, and more. So let's use a well-established ADM rubric to evaluate your rule of thumb: Antiauthority: Check Impuslivity: Nope Invulnerability: Check Macho: Maybe Resignation: Check Suggesting to other Mooney owners, who may have little or no experience flying in icing conditions, that the plane carries ice better than you think, and I didn't sweat it until I had a half inch on the wing is horrible advice. Here's my advice after thirty years and 5000 hours of flying mostly in the Northeast and Midwest: in unprotected planes: stay out of ice. If you see any icing accumulating, get out: up down or turn around. Ice will form first on the tail and the nav light/strobe fences at the wingtips; sharp edges are the best early accumulators for most ice. Ice is where you find it. Some of the worst I've experienced is in the summer in the tops of clouds. If you see a "Glory" in an undercast you're flying over and the temp is below freezing - you're going to be in icing unless you find a hole through which to descend Flying in icing is stressful - even in the TBM. In a non-protected aircraft, it must be many times more so. Stress degrades ADM. Poor ADM raises the likelihood of a mishap. -dan
  15. Icing event.

    Your "rule of thumb" is illegal, dangerous, and barking up the wrong tree. Ice accumulates first on the horizontal tail. You do not have a good means to observe or measure it there, especially at night. Tailplane icing will lead to a tail stall if let go for too long, and a tail stall will make your plane into a lawn dart and you and your passengers who foolishly trusted you: dead. Did your rule of thumb contemplate the landing flap restrictions on FIKI planes? Please fly a FIKI plane if you are flying in ice or stay clear of it. It's not that hard to do. -dan