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Which shop at KRAP is working on it? KRAP is hometown for me and was home base way back in the day. I know a little about some of the current operators and have had some experience from various trips home over the years, although nothing too recent. I wouldn't assume an IRAN is necessary, fwiw. And +1 to get a better ignition on there. I *think* there are Bendix mags approved for that installation, which I think would be a good choice. That said, also getting a non-QAA better Slick model on there would be good, too. I'm assuming the right mag has no impulse coupler? One thing to double check is that the right mag is cold (grounded p-lead) during start. Kickback due to a hot mag at high advance can do all kinds of damage, including fubaring the impulse coupler on the other mag. Have you witnessed any kickback during start?

Yes, regular 100-hour inspections and nearly constant use helps a lot, apparently.

@EricJ, you may not know that flight school engines are some of the longest lasting. Apparently, our engines (at least the normally aspirated ones) thrive on daily abuse.

The dipstick just reads what's in the sump. If your filter holds some oil, which happens sometimes, or there is otherwise oil suspended somewhere in the engine other than the sump, this can happen.

The new 61.316 states "you may act as pilot in command of an aircraft that, since its original certification, meets the following requirements..." (emphasis mine) "Since its original certification" as it affects VS1 is explained on page 244 and specifically excludes modifications, so any airplane that was 2900# from the factory is out. However, I can't find anywhere that addresses the question of aircraft that were originally eligible, then modified to a non-eligible state, then reverted back. Unless I'm missing something, it seems whether those aircraft satisfy the "since its original certification" verbiage is still up for interpretation?

Yes the control pannel has takeoff flaps and take-off and trim marker.

From what you're saying, why would someone own a Mooney over an RV 10? I love my J, but you're going faster than my J (I only get 150 ktas rn) for close fuel burn (probably 10.9ish) and there's less complexity and lower insurance cost with fixed gear.

Antenna frequency responses drop off fairly slowly, i.e., they're not very good filters generally, and 978 MHz or 1090 MHz for ADS-B wind up being well within the bandwidth of an antenna made for a transponder, or even a DME, so those antennas all work fine for ADS-B. My in-panel ADS-B-in is hooked up to the former DME antenna, which is otherwise unused. Really the main issue is just that the connector and antenna still function decently, which they should barring corrosion or damage.

It might try to, and it’s 300hp with much larger flaps and drooping ailerons, but I just use the elevator to correct Being able to manage a max performance to around should be second nature in anything one is PICing

I wouldn’t have those things out below 500’ AGL

Pretty good view of the damage here, definitely needs replacement. Nothing much was visible on the engine side gear, just some small chipping. The biggest issue is the missing ear of the impulse coupling, which is a big chunk!

If your G1000 now shows 2700 RPM as a red line on its tachometer then I don’t think you need the E.I. tachometer any more. I removed mine after a software update years ago.

I've been flying my new to me 1978 M20J for a few months now. I recently purchased a inogen G5 oxygen concentrator to increase comfort flying at and above 10k feet. My mooney has a 12v electrical system so I figured I could just plug it into the cigar lighter in the aircraft with the adapter for cars. Tom Laux of Windblade suggested that if I have >7.5A on the capacity plug, then it should be no problem. I reviewed the electrical diagram (http://mooney.free.fr/Manuels M20J/M20J/Mooney Service Manuel M20J Vol. 2 of 2.pdf page 4 for my s/n)and saw it is on the 10A circuit breaker (shared with ignition) and didn't see any fuses depicted (did I just miss it?). During my first two flights with the G5 starting fully charged, the system successfully maintained 100% charge from the aircraft while running on the max flowrate. On my third flight, I started with the unit at ~80% state of charge before plugging it in. After a few seconds the device lost power, and I plugged it into the other socket which had the same result. I dug around behind the panel and found a 5A fuse inline with the socket, which would make sense given my experience. I was surprised to find this given I had not found it on the service manual schematic. In the meantime, I intend to replace it with another 5A fuse, but I am curious for input from others as to why this fuse would be there if it wasn't in the schematic? I would love to swap it out for 7.5A or 10A fuse assuming the wiring and other systems are sized to handle that current draw. Does anyone have any insight they can offer?

Hey all. I've got one of the early G1000 Ovations that has the extra E.I. tachometer in the lower left portion of the panel. I've heard that this was required during early certification as the G1000 tach wasn't certified yet and this was the "official" tach. Don't know if that's true or not. At any rate, lately that E.I. tach has gone wonky on me, showing very radical readings both higher and lower than what the G1000 is showing, although usually within 10 minutes of flight it settles down. I suspect corrosion, which here in Florida seems to be my #1 culprit whenever I suspect electronic weirdness. So now my question: are there individual pickups for each tach in the system, or is there one pickup that is then split somewhere to feed both the E.I. and the G1000? In either case, where would I look for corrosion in the connection to the E.I.? Appreciate your thoughts...thanks! Jeff

All antennas have a bandwidth. It is usually defined by VSWR it is usually the difference between lowest frequency for 2:1 VSWR and the highest frequency for 2:1 VSWR. The VSWR end Points vary by requirements and may be lower than 2:1, 1.5:1 is often used. The older antennas were optimized for 1030 and 1090 MHz operation. The ADS-B compatible antennas are optimized to also have adequate performance at 978 MHz. http://wireless.ictp.it/handbook/C4.pdf

I feel for you, getting stuck in RAP sucks, heard good things about AMS, sending mag including all destroyed parts to them for analysis probably good idea, pics of all teeth of the gear that drives the mag gear may also help, not sure if that gear can be removed without removing accessory case, seeing part no on the gear that drives mag gear would help to rule out that wrong gear is installed, may have to use mirror or borescope to see part no. I keep fingers crossed

That depends on your model and year. The electric flaps in my 1970 C are infinitely variable, just hold or bump the switch to put them where I want them. The indicator is marked Up, Takeoff and Landing. A friend's 75 F has a slider for flaps with only three positions, could not stop between the settings for Up, Takeoff and Landing. My C has an indicated position for Takeoff that is.between Full Up and Landing (= Full Down). I use Takeoff before VFR pattern entry or on Instrument Approach as im slowing before the FAF. After that, I bump the flaps and tweak the throttle as required to stay on my desired glide path. Does your J only have markings for Up and Down, and nothing in between?

Sorry Ryan. What does the drive gear look like? The angle of the most damage tooth looks off in some of the photos... is that an optical illusion?

Antennas are all about being the correct length for what frequency they are to be used to transmit or receive on. The little wire with a ball antennas are a 1/4 wave of the frequency for ADSB and Mode S 1090 and 978Mhz. 1090 and 978 are pretty close so the same quarter wave can be tuned for both frequencies. Mode S and ADSB share 1090Mhz Antennas have nothing to do with data bandwidth as the Mode S and ADSB transmit in serial protocol their data sentences. Data Bandwidth issues would be inside the transceiver unit.

The second GI275 is actually an MFD, although it will display all the Engine monitor pages. It also has a HSI map page, a lightning page, a terrain page and a bunch of other stuff. It gets the data from HSDB piped in from the top unit, but if you pull the breaker on the top unit, the bottom one goes all X's. It doesn't forward the data through it. This is common with HSDB actually. But it's nice because you can have the leaning page on the bottom like that is and then leave the other one at the top with all the other gauges. STC says 2700 but I might have mistyped 2730 in there, but it hardly goes red now at 2710.

If they were smart, they’d come to you. I’d kill to have a shop like yours in my area

Really?

Sounds like it's QAA that might need the manual forwarded to them!

Talked to a guy at CHD who was swapping an engine on a 172. It was on some kind of leaseback arrangement with a flight school. I asked what kind of problem it had. He said it was perfect, but he just swaps out engines at 3,000 hours regardless.

Meh to CIES. If you have a totalizer showing quantity used and yoy have stick to know initial quantity in tank you are good. Gauges should read accurate on empty…of course.