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No need to. We have enough regulations. The AIM and other “guidance” is the FAA’s explanation how to best comply. The problem is pilots who thing “not regulatory” means “can be ignored.” FWIW, my views in the subject: AIM is Non-Regulatory

@AZOutlaw if you have a 6 cylinder engine monitor, what are the EGTs doing in the individual cylinders when you do a mag check? Do you submit data to Savvy? even if you don't have a subscription you could take a look at your temps using their mag check function to see what's going on with each cylinder during the mag check. That might help to localize and troubleshoot the issue. Still could be a magneto issue timing (internal vs external), improperly gapped plugs, faulty plug, corroded ignition harness lead... https://www.aircraftmagnetoservice.net/magneto-troubleshooting-guide

When my F was getting loose I noticed it start “hunting” as I taxied and there was a little gap in between touching a pedal and actually getting a response in turning. Mine was worse than yours too… it only took $100 bucks in parts to tighten it up. Mine was a heim joint, bolt and bushing. If it’s on jacks, lay under the nosewheel and slowly turn it back and forth. Should be obvious where the play is.

We've been chasing an uneven mag drop for a few months now on an Ovation with IO 550 G. On the run up, the Left mag will drop and 120 to 145 and Right seems to always be between 40 and 50. They both used to be in the 40 to 50 range, for years. We have replaced the spark plugs, rebuilt the magnetos, cleaned the injectors and replaced the ignition leads. We also did the annual during this and all compressions were good. Any thoughts on what to look at next? Ignition switch is best guess.

I tackled this job yesterday to comply with AD 2024-21-02 after watching a. A&P/IA do it last oil change and purchasing some long reach wire cutters and needle nose pliers. Only took 4 hours including oil & filter change. I may just pay to have it done in the future.

Id probably find some way to put in at least one more comm then, a lot of people would consider a 2nd nav/comm just in case the 650 goes out, because you don’t have another way to shoot an approach and get down.

Pretty funny. To make it Mooney specific, he has one about our airplanes: Jon

Got IFR just 3 months ago, but am already flying a good mix VFR/IFR...

No shimmy, no directional problems. My A&P is very experienced overall, with some Mooney experience but not a lot. We have a great relationship where we do owner assisted annuals and it's a very learning friendly environment, but he's also quite conservative.i can have the discussion about deferring maintenance if I bring some substance. This group helps a lot with that.

Back when the Wright brothers were in a bicycle shop? Lol

Bump

$2200 for 4 cylinder system

My plane is in the paint shop (ArtCraft paint) in Santa Maria California right now. Dropped it off on September 12th. They are doing both paint and interior. I'll make a thread with progress and pictures. But for now:

I know the heavy metal does that, but I've never heard of turning on the landing light for Taxi in a Mooney/GA. I was taught back from my very first lesson that the Beacon goes on before engine start to alert people that the prop was about to spin or it may be spinning and they couldn't see it from their angle.

If you're looking for quality work, then it is going to take as long as it takes. A lot of shops, so I'm assuming also paint shops, are having time getting qualified staff. So that may mean it takes longer if the owner isn't going to just hire someone to get the plane pushed out the door. And it sounds like that's really what you want. As far as cost, again, if you find a shop you like, the cost is the cost. And you didn't say what part of the country, so I don't know if my recommendation is going to help or not. And it has been a LOT more than a year. But I took my plane to Prestige Aircraft way up in northern VT at KFSO. I went to them because 10-15 years before I got my plane painted I knew someone that used them and the plane came out looking great. Another 5+ years and someone else I knew went there, and again the plane came out great. 3rd plane came out some time before I went there and yet again, looked great. I think mine came out looking just as good as the ones I had seen over the prior 20 years or so. To me, that's a much better reputation than one plane that came out a year ago. So if you're anywhere close to VT, you might talk to Walt and see if it's a fit for you. http://www.paintaircraft.com/

Hey everyone, Tried looking through some of the discussions in the past about paint shops and hadn't seen anything recent. Shockingly, several of the links from discussions just a couple of years ago no longer work! If you've had your plane painted or know someone who has in the last year or so, please let me know where you went and how satisfied you are with the result. I'm more concerned about the quality of work and them sticking to getting the plane finished on time (I fly my Mooney about 200 hours a year) than I am about price. I can't have my plane down for 5 or 6 months like some of the folks commented on. Thanks for the advice!

And thank god for that! Do you really want MORE rules and laws? Remember, not all of them are going to be ones that YOU agree with! Be careful what you ask for is never a caution to forget when dealing with the Federal government!

Yet the FAA REFUSES to mandate parts of the AIM..

"I sometimes call it the Utopia book. If everybody did what the AIM says they should do, all of us would be out of jobs. None of us would ever be in any trouble. Because everybody would do everything they were supposed to do….” — Comment by the Administrative Law Judge in FAA v. Scheltema (1990)

All this discussion about a light that's ONLY required if you are operating for hire..individuals telling others what they SHOULD be doing and when they SHOULD be using it.... is it a good idea to keep it on unless it interferes with ground personnel/aircraft..I certainly think so..the AIM makes suggestions for its use but the AIM ISN'T REGULATORY...

Agree. I’m thankful that folks have the brass ones big enough to try it in this uncertainty….economy, not knowing where 100LL is headed, insurance, legality, etc. if someone has a better idea, the resources and the courage to take the step then please do…..at least you would create competition….if not let’s hope this works out for the sake of all our Mooneys.

Ditto. Installing screws by hand so you can feel what is happening is the ONLY way on an airplane. When it starts to feel "odd" you can back it out and investigate further. That's how I spotted the problem in the first place.

You (likely) know your A&P better than any of us here. Have you been with him a long time? Does he have lots of Mooney experience? Do you have any directional issues on landing rollout? The collar on top of the donuts may fix that. There’s a SB on it. Any other steering issues? Looking at your video, I don’t think it’s that bad. When I went through my nose gear last year, it was a LOT worse than yours. Verify all the hardware is correct. There’s been changes in the hardware over the years. Just installing new hardware might satisfy your A&P.

I would put one of the 2.25" round comms in that spare space...

Since I've never taken my C to FL180 (but did once reach 18,800 Pressure Altitude), I keep my landing light switch ON all the time.