All Activity

When I bought mine, it had an Insight 602 on the right side of the panel and still used the OEM TIT gauge on the left/center panel. The Max it ever read was about 1560-1580 when I was manually logging. I upgraded to a G2 to get data monitoring, then switched to a G4 on the left side when I upgraded to an ESI500 as my standby AI as the OEM Airspeed was freed up. As the old engine log went with the old engine, I have no idea when the 7 ohm probe was installed. Just glad @Rick Junkin kept casting doubt on it’s accuracy so that when Kendrick also brought it up, it was fixed. I assume it was the wrong probe before the G2 was installed and perpetuated when the OEM was disconnected as the G4 installed.

This has got to be the number 1 question I have seen since BasicMed started. Perhaps says something about where our heads are at

It was a beautiful day up north yesterday. Record breaking highs today, then possible freezing temps by Sunday.

It's identical to the requirement for your old Class II medical. It's a check for the possibility of other diseases such as colorectal cancer and can be answered based on medical history alone. I knew that my PCP would question it so I brought her the discussion from the AME Guide. I tell people all the time: your PCP understand medicine; it's your job to educate them on the FAA.

I currently operate under basic med. My class II med recently expired. The form for Basic Med is essentially identical to the form for a FAA medical. In either case, what I would like to know is why on God's Earth is #9 (Anus - not including digital examination) required for a medical examination?

What kind of CHT temps are you seeing? I have the TSIO-360-GB and contemplating the wastegate and intercooler mod due to high cht temps. I have to run the cowl flaps half open in cruise at all times to keep the temps below 400 degrees at the same power settings as you.

I ended up with a Super Cub's throttle jammed in the idle position. (carburettor acceleration chamber fault) Anyway I left some beautiful big paddocks below me and pointed towards the departure field. Dumb. Found myself adjusting my aim into a tight paddock with very big trees everywhere. Turning base I pulled the mixture. That action must have been buried somewhere in the brain. What now is an indelible memory in the forefront of the head is the difference between idle power and dead stick. I had to push forward, and hard, to keep that Cub flying. That and the size of those trees. Big difference between idle thrust and dead stick. Generally though there are many times I've flown aircraft with the view, experience or excitement prioritised over the options menu. Flybys of yachts hundreds of miles out to sea. Or airborne pushing forward and flying down a valley over some exotic rainforest. Ag flying. etc. I guess I'm fatalistic and thus far have loved the adventures and brilliant scenery.

The newest Pipers have push button ignition.

I've seen old Pipers with a magneto key and a push button ignition. Kept a friend's plane from being stolen once, the theif just kept turning the key . . .

Yikes. Do you know how this was tested? And if you're using an EDM, is it your main gauge or do you still have the factory gauge and what did that show? My factory gauge shows about 20dF higher than what I see on the EDM830.

Similar to what happened to Hartzell pricing after acquisition by Arcline. Seems to be a trend in the industry. Let's hope that they can deliver on the rest of the promises.

Thanks. I’m in the process of chasing it down. As you note, it’s a process of elimination to try to figure out the root cause.

There are floating and fixed nut plates. Just look at them and you can tell. You can also chase the threads with a tap.

That's the part I find least surprising.

Does not answer my questions at all.

Many airplanes had 2 switches for mags way back when and Cessna 182s and others had a push button for start in the early 60s. Its nothing new and only a Minor Alteration to install proper parts Also you might get rid of the Bendix AD :-)

That gearbox should be full of grease, and the grease should have MDS which will make it black.

What’s going on with Mooney & LASAR — the straight story Hi Mooney family, We’ve heard the big question loud and clear: what the heck is going on with Mooney and LASAR? Here’s the answer. Over the past months, we've kept our heads down fixing the foundation—late nights in the hangar, sorting drawings, validating specs, rebuilding tooling, and re-engaging vendors. We didn’t go quiet because we didn’t care; we went quiet to get real work done. Now it’s time to talk about what’s changing—and why. LASAR didn’t set out to be a hero. We’re engineers, mechanics, and parts people—builders. When Mooney called, we answered. When the Mooney torch needed picking up, the hands ready to grab it were ours and those of the Kerrville team who’ve loved and built these airplanes for decades. Our vision is simple and stubborn: Mooney, by the people and for the people. We’re committing every dollar we can to one job: keep ’em flying—not someday, now. How we’re organized (clear lanes, one mission): · Mooney builds certified parts and stewards the Type Certificate. · LASAR distributes, supports customers, and supplements availability with additional and PMA parts where appropriate. · LASAR Aviation doesn’t manufacture parts; it’s the coordination and funding layer—the “plumbing” (finance, purchasing cadence, vendor onboarding, QA docs, IT, scheduling) that keeps the whole system moving. Plain truth: LASAR Aviation is the entity keeping Mooney funded, operational, and in the fight. One team, one mission: keep ’em flying. What we’ve been doing: · Working to stabilize the ship: AOG triage, quick wins out the door, weekly Kerrville+LASAR stand-ups. · Prioritizing the “grounders”: Identified the SKUs that park airplanes when they’re out of stock and locked specs, dates, and minimums. · Building the plan: Sequenced a Year-1 ~$3M parts build by safety-of-flight impact and lead times. · Tapping Kerrville know-how: Capturing invaluable knowledge and leveraging the know-how of a deeply dedicated team. · Tightening the plumbing: Clear change control, traceable paperwork, and purchasing tied to real shop schedules. What’s happening right now: · Long-lead materials & vendor deposits are being staged in the right order. · Portal V1 (inventory, ordering, certs) is coming online for MSCs with real-time visibility across Mooney and LASAR warehouses, predictable discounts, and AOG priority. · We’re modernizing the online experience for owners and shops so parts buying belongs in 2025, not 2005. The hard truth (and the necessary change): In today's dollars, too many parts leave Mooney below true cost. Every box like that drains our ability to keep lights on, retain talent, and buy material. That math doesn’t work for a week—let alone a decade. Effective immediately, Mooney-built parts will reflect a uniform 30% price increase. This isn’t margin fluff. It funds the basics that keep your aircraft supportable: · Materials that show up on time · Certified labor that stays · Quality systems that catch issues before they hit your airplane · Equipment upkeep so we’re not nursing machines past tolerance Pricing on supplemental/PMA items distributed by LASAR may vary by product; updated numbers will be clearly posted in the Portal and online catalog. If a price moves, we’ll explain why—in plain English. What comes next: · Expand the catalog (high-impact SKUs first) and publish target restock dates · Bring more machining/finishing in-house to reduce cost and time · Maintain a fair, transparent pricing model tied to real inputs and quality · Publish quarterly progress reports: what shipped, what’s in production, what’s next Your role in the story: Time and money aren’t on our side, so we’re funneling all profits back into inventory, people, and machines to keep Mooney afloat and moving forward. This community has always been Mooney’s edge. In the days ahead, we’ll share a simple, fair way for owners and partners to lean in and directly accelerate the ramp. Thank you for sticking with us—and for holding us to a high bar. This isn’t glossy marketing; it’s a promise: every dollar to the mission; every part to the fleet. Together with the Kerrville crew—and with you—we’ll secure the next 50 years of Mooney… one part, one airplane, one day’s work at a time. Blue skies, Brett Stokes and John Smoker CEO, COO, LASAR Inc.

Only a month later on reply... Do your due diligence. Even though seller doesn't understand why you should.

Just drill out the rivets and put some new nut plates in.

Yep, saw that today too… -Don

This just showed up today: What’s going on with Mooney & LASAR — the straight story Hi Mooney family, We’ve heard the big question loud and clear: what the heck is going on with Mooney and LASAR? Here’s the answer. Over the past months, we've kept our heads down fixing the foundation—late nights in the hangar, sorting drawings, validating specs, rebuilding tooling, and re-engaging vendors. We didn’t go quiet because we didn’t care; we went quiet to get real work done. Now it’s time to talk about what’s changing—and why. LASAR didn’t set out to be a hero. We’re engineers, mechanics, and parts people—builders. When Mooney called, we answered. When the Mooney torch needed picking up, the hands ready to grab it were ours and those of the Kerrville team who’ve loved and built these airplanes for decades. Our vision is simple and stubborn: Mooney, by the people and for the people. We’re committing every dollar we can to one job: keep ’em flying—not someday, now. How we’re organized (clear lanes, one mission): · Mooney builds certified parts and stewards the Type Certificate. · LASAR distributes, supports customers, and supplements availability with additional and PMA parts where appropriate. · LASAR Aviation doesn’t manufacture parts; it’s the coordination and funding layer—the “plumbing” (finance, purchasing cadence, vendor onboarding, QA docs, IT, scheduling) that keeps the whole system moving. Plain truth: LASAR Aviation is the entity keeping Mooney funded, operational, and in the fight. One team, one mission: keep ’em flying. What we’ve been doing: · Working to stabilize the ship: AOG triage, quick wins out the door, weekly Kerrville+LASAR stand-ups. · Prioritizing the “grounders”: Identified the SKUs that park airplanes when they’re out of stock and locked specs, dates, and minimums. · Building the plan: Sequenced a Year-1 ~$3M parts build by safety-of-flight impact and lead times. · Tapping Kerrville know-how: Capturing invaluable knowledge and leveraging the know-how of a deeply dedicated team. · Tightening the plumbing: Clear change control, traceable paperwork, and purchasing tied to real shop schedules. What’s happening right now: · Long-lead materials & vendor deposits are being staged in the right order. · Portal V1 (inventory, ordering, certs) is coming online for MSCs with real-time visibility across Mooney and LASAR warehouses, predictable discounts, and AOG priority. · We’re modernizing the online experience for owners and shops so parts buying belongs in 2025, not 2005. The hard truth (and the necessary change): In today's dollars, too many parts leave Mooney below true cost. Every box like that drains our ability to keep lights on, retain talent, and buy material. That math doesn’t work for a week—let alone a decade. Effective immediately, Mooney-built parts will reflect a uniform 30% price increase. This isn’t margin fluff. It funds the basics that keep your aircraft supportable: · Materials that show up on time · Certified labor that stays · Quality systems that catch issues before they hit your airplane · Equipment upkeep so we’re not nursing machines past tolerance Pricing on supplemental/PMA items distributed by LASAR may vary by product; updated numbers will be clearly posted in the Portal and online catalog. If a price moves, we’ll explain why—in plain English. What comes next: · Expand the catalog (high-impact SKUs first) and publish target restock dates · Bring more machining/finishing in-house to reduce cost and time · Maintain a fair, transparent pricing model tied to real inputs and quality · Publish quarterly progress reports: what shipped, what’s in production, what’s next Your role in the story: Time and money aren’t on our side, so we’re funneling all profits back into inventory, people, and machines to keep Mooney afloat and moving forward. This community has always been Mooney’s edge. In the days ahead, we’ll share a simple, fair way for owners and partners to lean in and directly accelerate the ramp. Thank you for sticking with us—and for holding us to a high bar. This isn’t glossy marketing; it’s a promise: every dollar to the mission; every part to the fleet. Together with the Kerrville crew—and with you—we’ll secure the next 50 years of Mooney… one part, one airplane, one day’s work at a time. Blue skies, Brett Stokes and John Smoker CEO, COO, LASAR Inc. Mooney@LASAR.com 1.541.MyLASAR (541.695.2727) 4439 SW Airport Rd. Prineville, OR 97754 https://mailchi.mp/39736a6a6d1d/weve-got-new-phone-lines-heres-how-to-reach-us-14769375?e=5483553f5d

When running all my avionics off my GPU, I’m pulling about 9.5 amps.

Here ya go. 4 hour flight with a bunch of testing at various power settings. https://apps.savvyaviation.com/flights/shared/flight/10056430/707618c4-e56f-4748-9e8d-47456b47ccf4

Providing the part drawing to the machine shop is sufficient involvement, I believe.