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This, zero reason to get anything else.

Do they (FAA) send reminders for your Class 3? AOPA is very good at sending reminders--take the class every two years, visit your doctor every four years, don't send any paperwork to anyone, just keep it at home where you can find it if ever asked for it (you know, just like the airplanes logbook).

Once your SI arrives, stop getting Class 3 and change over to BasicMed. Life is very good on this side!

Ressurecting thread due to similar issue and never read the outcome here…. Flew a four leg cross country this weekend and on legs two and three about an hour into each flight I was startled by an “altitude” audio warning from my Aspen PFD and noticed I was slowly descending 200ft below my altitude. I also noticed that my flight director bar went from level to a minus 8 degree pitch. Picture below. KFC-200 autopilot When i deselected the autopilot and climbed back to level off I could not reselect altitude hold. The “Alt” light would come on but the flight director bar was still minus 8 and either the autopilot would start to descend or the autopilot would not hold altitude. i hand flew it until landing but then the beginning of the next leg and all through the fourth leg the autopilot held fine….even through some rough turbulence. thoughts? Static line, control box? But then why the flight director on the Aspen would not show level.

We are looking to replace a cylinder for a Lycoming TIO 540 AF1B engine on a M20M. New or used and serviceable cylinder. Any suggestions for shops or dealers that can help? Our current vendor estimates a January delivery date but we would really love sooner. Thanks in advance!

Just tell them it's for a low torque actuator on some old equipment whose original manufacturer closed years ago.

You didn't buy your Mooney from the company. You bought it from a previous owner. Mooney sold each airplane once, many years ago to one end user. It may have changed hands many times since then, but Mooney didn't make a dime on any subsequent transactions. Expecting them to support the airplanes which are now 20, 30, 40, 50, 60 and 70 years old is crazy. Manufacturers have done it up until now, not to be nice to everyone, but in the hopes of making a profit. Now that it hasn't worked out, if you want to keep flying your airplane (whether it's Mooney, Beechcraft, Navion, Piper, Commander, Cessna, etc) you'll have to get creative. People who own classic cars such as Packards, Studebakers, Edsels, etc figure out ways to keep them going or they move on to something else. The FAA has the OPP provision, there are salvage airplanes, and yes there is now LASAR. So there are options. The vast majority of parts for airplanes don't even come from the airframe manufacturer.

I followed your logic up to the last sentence… An updated M20E makes a great retirement plane… Speed, efficiency, and a great instrument platform… for two. ”don’t need a long body… would rather have the speed…” last I checked… all long bodies are much faster than all short bodies… add a pair of TNs… then you have reached ludicrous speed in the FLs for two… with 1knms range… this is often the last step prior to going turbine… this could be explained if comparing an M20E to an M20F… the F, is a mid body… sharing the same IO360… Best regards, -a-

One change for M20Js showed up with the shaped wing tips… and… rounded corners on the side windows… And… matching interiors to windows… the latest interiors were fabric covered molded fiberglass… the 70s M20Js… were very 1960 Mooney… the 90s M20Js… were very 90s Mooney… extra care should be taken to know what the MGTOW is… it directly affects the UL… a few of the structural Tubes were changed to support this.. The separate mags are nice… roller cam followers are cool too… the best part… they all fly the same, unless you got the Rocket Engineering STC… 300hp makes a real difference… go Missile! PP thoughts only, not a plane sales guy… Best regards, -a-

I have been a LASAR customer for over 30 years, always honest and ready to help. I really hope this works. Brett and John are smart people, they need our support, and we need theirs.

@Matthew P went through this a year ago......."unfortunately, no manufacturer will give me a quote because it's a part to be used in an aircraft."

I’ve not received any reminders. I just track that in ForeFlight… -Don

Good point but I was more curious if the FAA was tracking basic med expirations and sending reminders. Four years is a generously long time. New processes often yield new processes.

Don’t sell Norm! Have a sleep doctor issue you a CPAP that records data, get at least a month of usage data (check with AME or AOPA medical for guidance on how much), send data along with letter from the sleep doctor saying the sleep apnea is under control to the FAA medical examiner requesting a Special Issuance certificate. It is no big deal to have one issued and continue enjoying your bird. Regards -Hank Sent from my iPhone using Tapatalk

Before you balance prop make sure the blade play in the hub is within limits, track the blade tips to make sure blades are not bent How? Pull the top plugs and swing through an arch carefully noting where the tips track. Any other guidance?

Interesting how we all have different TIT values at similar power settings, but TIT is relatively important for turbo health. Im starting to think our tit readings aren’t that consistent or something differs from engine to engine that’s causing it. Based on your EGTs, the TIT seems reasonable, yet how can my egts and tit be 75-100 lower at the same power setting?

Once you tell said reputable gear manufacturer it’s for an airplane, most are going to say no thanks! Been there done that with machine shops. Most won’t touch anything that goes on an airplane.

Actually I stand corrected. If you bring enough money....bags and bags.....then YES - You can buy the Company and have access to everything!......

With my mom and baby brother. BTW, my baby brother just turned 50.

He moved to Tucson and flew A-10s at DM, then flew A7s and then F-16s for the AZANG. Then he retired and flew for some airline.

I had one for my J and they're the best made. The buyer of my J wanted it so much he paid close to the full price of a new one. If I didn't have my plane for sale I'd buy it.

Juan Rivera did my instrument check ride a couple of years ago. He sometimes has cancellations so may be a good idea to ask. He did mine out of Mesquite in my C… -Don

I know a DPE in northeastern FL that might offer to help.

If the installed base is 7500 airplanes and each is worth $100k that makes an installed base worth $750M. What percentage of the base does it take to fix the problem? 1%? 2%? The financials indicate that a solution will be found that keeps the fleet in the air

I don't think it matters whether it is set to continental or regional radar (other than speculation that the lower resolution continental radar may load quicker since it presumably requires less bandwidth). I've seen the same artifact many times on my 650xi at low altitude despite normally keeping mine set to regional, and once I climb out and get ADS-B reception the data always fills in. Interestingly, I noticed on a recent trip across Wyoming on V6 at the MEA (10k MSL, but only 2-3k AGL) when I had poor reception the FIS-B seemed to be smart enough to load a smaller than normal ring of radar data around my location first, then expand as I continued down the airway toward an area of better reception. I thought that was neat, as it's the first time I'd spent a significant period of time with marginal FIS-B reception at altitude.