All Activity

I figured Air Power would be our best/only option. Thanks for the great advice! The last time we replaced a cylinder we lucked into one of six on the planet that was immediately available. We aren't as lucky this time around. A benched spare would have been a great idea looking back as the prices won't ever come back down. At that time we also did a complete exhaust overhaul so those bits were addressed. As for the recommended settings for running the engine, I had never heard of the "53 rule". What a concise way to describe optimal running conditions. We service the engine "on condition" with analysis using the Savvy method. Savvy recommended usage is in line with what you described above; keep TIT 1600 or less, run 75-80% HP during cruise which comes out to roughly 53-54 using the rule LANCECASPER describes. Finally, monitoring TIT probe age is invaluable advice. Ours had probably aged out prior to the last cylinder servicing and was subsequently replaced. Looking back at the flights after replacement there was a notable increase in EGT/TIT temps that we summed up to be related to a properly working probe. Who knows if we could have avoided some of the exhaust woes we went through had we replaced the probe sooner?

Whalen owns and sells the Lopresti Boom Beam lights. I would contact them for parts. https://flywat.com/collections/boombeam-landing-lights

Mooney doesn't make the Intake Boot. They buy it from a third party supplier "Aeroduct".. This has nothing to do with the Factory. It is just a matter of placing an order.

I have a boom beam on my 89J model. It quit working. Are they still serviceable or do I just need to replace the whole thing?

Link to SB?

First need to clarify if the OP simply has obstructive sleep apnea, or actual anemia interrelated with some sort of sleep problem. If it's "only" OSA, the special-issuance medical has become very common and arguably trivial compared with other denials (I speak from experience, I've been carrying a 2nd class SI medical with OSA for years). Make an appointment with a sleep clinic. Meet the doc and pick up the at-home-sleep-test-equipment (make sure it's "Type II", see https://www.faa.gov/ame_guide/media/OSA_FAQs.pdf). Wear the test equipment one night, send results to the clinic. For better or worse, you're essentially guaranteed to receive a diagnosis for OSA and a recommendation to treat with CPAP therapy. Buy the CPAP equipment and get used to sleeping with it (this is the hardest part, but you can do it). As soon as you and your doc agree you are "tolerating therapy", you can apply for the SI. Downtime on this is measured in weeks, not years, and you can fly with a PIC-current qualified pilot and/or instructor while waiting on the process. There are treatments other than CPAP such as dental devices, but I can't speak to that personally.

I've been living with the factory-installed black knob in my C for 18 years now . . . .

Check with Mooney salvage yards for the vent piece. I would just paint the knob with blue paint.

Yes and no. There’s issues between FSDO’s and MIDO on this. To this day, FSDO’s are saying at IA renewal clinics that owners can get together to share in the cost of making the same unavailable part as a group. So, do we need to ask every FSDO and every MIDO if they agree on this or just the one covering the geographical area you are in? All communications with the FAA in regards to parts should be recorded or in e-mail format only because it’s likely you’ll need to remind them of what they said!

@anthonydesmet if the flight bars are always down when selecting alt hold and the aircraft follows, but works fine without alt hold selected. My guess is something has failed on the alt hold board inside the KC295 flight computer. Normally when this happens its a problem with the transducer assembly or the custom IC on that board. Unfortunately, both of those components are no longer available and must be sourced from known good working units. You could try disconnecting the static line to the computer and retest on the ground to see if there was any blockage in the line. However, I would not be surprised to hear that it works exactly the same on the ground when selecting alt hold. These failures are becoming more common as the systems continue to age. If you have a local avionics shop that has the flight line tester, there is a test point that will tell you what the output of the transducer is. Ideally, it should be around 0vdc. Applying pressure or vacuum to the transducer port will cause the voltage to change. When they fail, they normally get stuck at a certain voltage. Sometimes you can beat on the KC295 outer case a couple of times and they will start to act normal, but at some point the issue will come back.

Those numbers look good. There is a relationship between timing and CHT/TIT. High CHT with low TIT you should retard the timing slightly. @jetdriven installed a SureFly last annual. I had higher CHTs and lower TIT, so the retarded the timing about 1 degree. That brought CHTs down and TIT up.

IIRC the BasicMed provisions state that the paperwork be kept in your PILOT logbook. I leave my paper logbook at home. I have electronic on my phone if needed.

In my case, it's coordination and keeping ahead of the game. I have to do the online course every two years anyway. Since I'm getting my annual checkup anyway, why not sync the two? I don't see a downside. And if I need to change docs, I have the extra buffer.

It is self managed. Like your Flight Review. For the course, the date of the last time you took that is in your FAA pilot data. Look yourself up in the Airman Database and it shows there.

If you are dropping the exhaust and it has more than 1000h and most of it was put on by a previous owner overhauling that exhaust might be an excellent idea for the reasons stated above. There is an SB installing an additional firewall baffle above the wastegate and behind the turbo transition Y, make sure that is installed

You have to be very careful with making more than a part for YOUR airplane. They group that tried this with the J bar locks ran into issues.

You'd think it would be easy to sell the most in demand parts that have long lead times, like an intake boot... I just don't think Mooney/LASAR have it as easy as people think. While it appears from the outside they could be managed better, I also believe that they have people who are doing the best they can.

I am ordering a cylinder today so I have it and never need it, 3 months is awesome!

Nope. And I don't expect them to. Not even sure I want them to.

FAA Airmen database.

Solid ^^

Hi @RotorheadUK, I just stumbled across this post. Any updates on the project ? Best regards!

How much?

Would be interesting to gather some more information here... I assume regarding EGT is where the probes are mounted/drilled in the exhaust. Or are they "factory drilled" at exactly the same position? Also with TIT Probe, is that location always the same on all -MB / -SB

I am looking for the interior piece that goes right under the throttle quadrant which allows for airflow and cabin heat. The plastic edging on my part is coming undone causing the metal flap to fallout. Also can someone please tell me where i can buy a BLUE prop lever handle because the Mooney currently has a black one and I would like to replace it with a blue one. Please see images.