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chrisk last won the day on July 4 2016

chrisk had the most liked content!

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About chrisk

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    Won't Leave!
  • Birthday 12/31/1965

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    Austin TX
  • Interests
    Flying, Mountain Biking, Scuba diving.
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  • Model
    M20K (1981 231)

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  1. I like the idea. But the more I thought about it, the more I became concerned. Hard to miss on a pre-flight, but as someone who has missed the wheel chocks before, I thought I better not. --And I know I am not the only one. Anyway, the consequence of missing the device on a pre-flight seem substantial. --And no good way to tell its there from the cockpit, until you retract the gear. Maybe a velcro loop attached flag would be a bit safer.
  2. Not trying to stir the pot, but just curious how one would enter "straight into midfield downwind"?
  3. Thanks for bringing this up. Its how we all learn from a mistake.
  4. I received a call from a law firm based in Washington state (I think), who wanted to take pictures of the inside of my 1981 Mooney 231. I declined. I'm just curious if anyone knows the details of why someone would want this? All I know is its about a crash and presumably a law suite
  5. A few thoughts The only aircraft engine I have seen that does not use quarts of oil between changes is a Rotax. If I fill my oil to max capacity, my engine consumes it quickly, and then deposits it on the belly of my Mooney. I now only fill to 6 quarts, instead of 8. But for long trips I still fill to 8 out of paranoia. Note: a rag soaked in 100LL works well for removing the oil from the belly, and there is even a convenient way to acquire more when you are under the plane. Oil consumption is slower when the oil is fresh (i.e. less per hour in the first 10 hours, more per hour in the last 10 hours). . When some one asks how many hours per quart, I truthfully say "I have no idea, most of it ends up on the belly".
  6. I knew I remembered the initial 231 had in induction ice issue that resulted in an auto alternate door being retrofit. I finally found the info at Eval Files/M20K231_Eval.htm It also gives a good example of when to use the alternate air and what happens if you don't. Here is the section Other Hints Operating the 231 Here are a few other hints taken from my engineering flight test days with the M20K 231. The 231 is an airplane that has a primary engine air induction system that is prone to forming ice on the face of the induction air filter. We found this problem after I flew icing tests in northern Canada with our prototype and test M20K in 1984. We found that the original manually activated alternate air door mounted underneath the turbocharger was not an adequate solution to providing the engine a secondary source of induction air. The alternate air design was okay, it was the pilots who didn't recognize induction system icing quickly enough and didn't pull open the alternate air door in time to keep the engine running. The solution was a new design for the alternate air system that mounted a box on the firewall with a door that opens automatically for alternate air. The factory made the decision to offer this redesigned alternate air system free to all 231 owners in 1984. If your airplane has not been upgraded over the years to the firewall mounted alternate air door, get one now. This system is a huge improvement in safety and engine performance. One other hint from that trip to Canada with the instrumented 231 test airplane - we got lots of airframe ice while looking for engine induction system icing. We learned more about the handling characteristics of the 231 with airframe ice during that trip than ever before. We found that the 231 lost airspeed in cruise at the rate of about 10-15 KIAS every 1/2 inch accumulation. The airplane would handle about 1 inch of airframe ice on the leading edges, but after that the indicated airspeed was down low enough that the airplane wasn't pleasant to fly. But the big thing we learned concerned landing with any ice accumulation on the airframe. We found that landing with ice would cause a significant tail buffet condition if the flaps were used. There was no buffeting present during he approach and landing with up to 1 inch of airframe ice if the flaps were kept retracted. The only precaution was to keep the speed up - I held 90KIAS to the landing flare and it seemed to work out okay with 1 inch on the airplane. But lower those flaps for landing with ice on the leading edges of the wings and horizontal tail and there would be a considerable airframe or tail buffet beginning around 90 KIAS and lower. So we recommended that any approaches and landings in the M20K with airframe ice accumulation be done with the flaps retracted.
  7. Alternate air would be used if there was something that obstructed the air filter. Ice/snow comes to mind. And the alternate air door should open on its own if necessary. At least on a 1981 M20K. I believe the very first K models had an issue with ice obstruction.
  8. I'm curious on the install cost and time. I have an STEC-30 in my 231 that I'd like to replace.
  9. Given you have stalled in your training a few times, I would suggest looking at an accelerated course. Get your ticket in something like a 172. Then find the Mooney specific instructor to get yourself comfortable in your plane. When I did it, I found two weeks and left my home so learning was focused and the demands of work and family were out of the way. Also, you may want to calculate the cost per hour in your Mooney vs getting your ticket in a trainer. Some folks discourage accelerated courses, but I would never trade what I did. I ended up with lots of real IMC and weather conditions.
  10. Several years ago, at 17,000 I felt my engine stutter. It was very slight. An engine monitor was very useful, and I could see (after a down load) the stutter I felt (which happened twice) was not my imagination. The local mechanic couldn't find anything. I knew I hadn't imagined anything, so I had him pull the mags and send them back to the mag shop that had inspected and repaired them about 50 hours before. They came back fixed with no charge. Apparently something had not been done properly and they were leaking at altitude. --So, at the altitude you were flying at, mags can arc. If nothing obvious is found on your plane and you are close to a 500 hour mag inspection, then you might want to get one done. Also on the topic of mags. I was under the impression that early versions of the 231 did not have pressurized mags, but later versions did. Most have probably been upgraded.
  11. I have nose picker electric that I picked up used. It's nice when its 100+ outside and the sun is blazing. --I honestly just don't feel like pushing the plane anywhere under those conditions, especially after a long flight. My hangar is also slightly up hill too. Without the power tow, I would be tempted to get the plane rolling, and push it up the slight incline (which I have done on occasion). When I'm hot, tired, and ready to be done; pushing the plane up an incline at a fast pace is a recipe for a mistake and a case of hangar rash. --That said, I have painted stripes on the hangar floor for guides and stops that help avoid dings.
  12. For those looking for the parts. You might try Aviall.
  13. I'm kind of curious how to manage engine starting after this is done. For a cold start, no issues. Just bump the high pressure boost pump instead of the primmer. What about a hot start? Usually priming is not required to get it to start, but after it starts, a quick shot on the primer keeps it going. Presumably using the high pressure boost pump could be used the same way?
  14. I have to admit to being some what paranoid about this. Any time some one moves my plane, I check afterwards.
  15. Last time I tried to start a car in -20C, the engine would not turn over unless the clutch was depressed. Thick oil and the cold sucking the life out of the battery is a double hit.