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I think discussing who is to blame (if me or the shop) at this point has been already covered. I'm using AOPA services to guide me in possible solutions/compensations, but my main concern is getting the aircraft fixed and ready to fly again. Just as more context info, I requested the shop to do a prebuy and following that a annual inspection. The point was to due all the "inspection" part of the annual as part of the prebuy, and complete whatever was remaining (for instance wheel bearing service due or service the spark plugs) after the purchase. In the annual inspection report they stated: "Finish Annual inspection after Pre-Purchase." And also, at least verbally, they confirmed that during prebuy they opened or the inspection panels. Anyway, it could be as @JWJR mentioned, maybe the annual was done by a different mechanich, and that's why it came up. Also, I agree with @LANCECASPER that I have to value that they were honest in declaring the corrosion and also in saying that they are not able to repair it. So, at the end, they are not gaining anything with this. Also, they are helping me get the quotes from Don Maxwell and dugosh.com. Ando also they offered to help with the ferry permit. I'm not mad at them, nor I want to take advantage of the situation. I just want to try to come to an agreement that is fair. In my view, it is not fair for me to absorb all the cost of this. Anyway, if at the end there is no agreement and no legal way of getting a compensation of this, I will just move the page forward, enjoy the new aircraft, be 15k poorer but feeling confident with a safe airplane.

I got a bunch of emails from my students about this accident. It was largely driven by Dan Gryder's video. He has no doubt icing caused this accident. I don't know this guy and he evidently has a huge following. But, this guy doesn’t know what he’s talking about…please don’t follow him. He plays the ATIS at the time of departure which says the temperature is +7°C and then he says immediately after that, “…taking off into freezing drizzle.” Huh? First, you can’t have freezing drizzle at the surface with that warm of a temperature and second, there’s nothing in that ATIS that says anything about freezing drizzle or even precipitation. He then goes onto say that it gets colder as you go up. Yes, eventually it does get colder, but not at the altitudes the pilot was flying…it was actually getting warmer. Evidently this guy has never heard about temperature inversions. Ugh! That’s why so many pilots get really screwed up when it comes to making weather decisions since they listen to guys like this. This video has gotten almost 50,000 views already…just insane. If you want an accurate analysis, please visit my blog and read this post.

That you use an apostrophe when you make Mooney plural.

Funny how your explanation prompted a memory. My older child was about 7 when she came home from school with a note from the teacher saying she wasn’t paying attention in class. She had a regular pediatrician scheduled for that week and I mentioned her attention issue. He looked in her ears and said her attention issue was caused by the fact she couldn’t hear. Before sending her off to an ENT, he asked if I could try flushing her ears with one of those pharmacy kits. Every night for the next several days I rinsed out her ears. On the 4th night out came these huge plugs of wax - from both ears. She looked at me and said “Daddy, I can hear!” Now if I can only find a kit for Tinnitus! Sent from my iPhone using Tapatalk Pro

I’m working with a friend on a 310. He bought some used engines. He asked me to do a compression check on one. One of the cylinders only made 10 Lbs. I told him he should pull the cylinder and fix it. He didn’t want to do that, so I said “put the cylinder TDC on the compression Stroke, fill it full of oil, gently pull the prop to force the oil through the rings.” He did it with MMO. We ran it the next day and did another compression check and it was at 65 Lbs. The oil must have loosened the rings that were probably rusted in place. The engine runs fine BTW.

As of today pilot out of surgery in normal room and eating a little apple sauce. Recovery looks good right now.

It was released and includes: Changes made from version 7.30 to 8.00: Added support for Smart Glide Added ability to simultaneously arm flight director VNAV along with GP or GS mode Added additional data to SD card flight data logging Added notification of missing/undetected battery Added menu option to diagnostic page to access AFCS diagnostic log Added support for LP+V CDI scale Improved AFCS operation with blocked pitot tube Adjusted appearance of dual cue flight director General improvements to system operation Includes GMC 507 software version 3.10 Includes GSA 28 software version 4.90/2.20 Includes GMU 11 software version 2.10 Includes GAD 13 software version 2.10 Includes GAD 29B software version 3.40 Includes GAD 29D software version 2.10

I tend to agree with most of what Mike Busch says, only pull a cylinder if it’s really warranted. Some places when they see 59 psi they pull it, sometimes even when it’s higher. Even on continental engines, where they clearly have a service letter that says it could be as low as about 42 psi and still be passing. on my own personal engine it was 52 psi and hissing out of the exhaust. We’re scoping it showed a heat stress valve. I was tempted to lap it in place and I probably could’ve done that, but I had a feeling the valve guide was shot which is why the valve burned… that turned out to be true so a new valve guide and valve got it fixed. But I only pulled it because it was necessary

You aren't going to like this . . . but here goes: It's already been mentioned multiple times by those that work on Mooneys every day that a pre-buy is very unlikely to catch this unless unless by chance you would have known to have specifically asked them to look for it, which few people would have. I wouldn't have before this post on a Mooney this recent. All of us on this forum are learning at your expense. Going forward if someone wants to pay the hours required for this to be part of their pre-buy inspection at least it's out there for everyone to consider. Here's the part you aren't going to like: In thinking about this over the last few days, the easiest thing in the world for that shop to have done would have been to ignore what they found if they felt that they should have caught it during the pre-buy. They didn't feel that they should have caught it but they still did have the integrity to tell you about it. Their life would have been easier for the next week or two if they hadn't told you. That wouldn't have been ethical but I'm sure it's been done at one point somewhere. It's not like they were trying to get the job for the repair. They don't even feel comfortable doing it. Knowledge is power. Knowing sooner is better. Yeah it would have been better to have known before closing, for sure. But at some point if it goes too long, it may have totaled the airplane. Would the next annual have caught it? Hard to say. Would any annual in the next five have caught it? Did any of the last five annuals catch it? So i would definitely give the shop some credit for informing you on what they found during the longer, more thorough annual inspection. Rather than having anger, regret, remorse at this point I would work on channeling that toward at least some gratitude that they told you about it and just concentrate on moving toward a solution. Try to work out something fair for both of you. Also not sure why you would need a ferry permit since it's still in annual until the end of February.

You just need a Xi navigator with the upgraded software, and a flight display (G3X, G5, G275, G500/600 ect) with the correct software updates. The updates mentioned above added G5s and G3Xs to the list of approved flight displays. The panel mounted button is an option but not required. Without it you can activate smart glide by holding the Direct to button for 2 seconds or the emergency touch button in the menu.

Ah, I see. You are using the standard lapse rate instead of using the actual temps aloft (or forecast temps aloft). Not sure I understand why you'd do that. But what happens if the environmental lapse rate is greater than the standard? Then you've calculated the freezing level to be much higher than it actually is. No thanks. But, you do you. I'd rather use the actual/forecast temps aloft and make a much more informed decision. In this accident, the actual lapse rate was not 2°C/1000 feet, it was negative as I describe in this post. That put the freezing level above 9,000 feet MSL (likely near 11,000 feet). I teach all of my students, never, ever use the standard lapse rate for any meteorological decisions. The only time it's acceptable to use is to calculate the departure from standard for those POH/AFM performance tables.

Hi Greg, There seems to have been a lot of people (based on the comments he received) that didn't go as far as you did with this...that is, believe there could be a temperature inversion. Just quite a shame that so many of his followers are being misled. No, I don't have any good sites to use that provides a truly historical model-based Skew-T. NASA did have one, but it seemed to stop working many years ago. At some point I will likely provide one on my site, but that's several years off (hopefully before I retire in about 7 years).

Aha! You gave me an idea. Found it. Now, I want one too.

Title says it all. I would like to think I was so smooth on the controls she could sleep like a baby… Sent from my iPhone using Tapatalk

Circling back around on this at colder temps. OAT does obviously affect output, but not as much as I thought (may be of interest to @Ragsf15e). At OATs in the single digits, output was still very robust. All of the settings felt quite hot and were more than adequate to keep me comfortable while wearing a T-shirt and lightweight fleece. OAT 7°F 25LOP Max heater output 172.7° 100ROP Max heater output 157.2° Peak Max heater output 174°. My little 200hp bird really tries to overachieve in these chilly temps despite a governor that’s holding 50rpm shy of redline.

So blame the customer instead of the prebuy shop. Who conveniently found the corrosion a couple days after the plane changed hands. They couldn’t possibly find it until they did. MSC pedigree. Ok…

\G3X Version 9.0 is also released including Smart Glide. Changes made from version 8.64 to 9.00: Add support for Smart Glide Add Emergency page and optional EMERG button in data bar Add ability to simultaneously arm flight director VNAV along with GP or GS mode Add support for FIS-B Center Weather Advisories and Graphical AIRMET Add display of GTN Xi series navigator VNAV TOD/BOD positions on map Add fuel flow/quantity labels to EFIS/Airdata ARINC 429 output format Add support for GTX 3x5D diversity transponders Add ability to schedule fuel tank reminder based on fuel quantity used Add support for displaying fuel quantity and flow values in units of lbs or kg Add ability to enable/disable fuel calculator automatic reset of fuel-used quantity in normal mode Add ability to record engine cycles Add ability to touch PFD AOA field to temporarily mute audio alert Add support for LP+V CDI scale Add display of density altitude on PFD when on the ground Add CAS message to indicate ADS-B transmit inhibited by pilot Add CAS messages to indicate ESP inhibited Add menu option to autopilot config page to access AFCS diagnostic log Add additional data field options Improve map display of TFR, NOTAM, and obstacle data Improve AFCS operation with blocked pitot tube Improve heading display when true direction is selected Improve altitude display when adjusting baro setting or below sea level Improve synthetic vision Pathways display Improve data log file processing Improve audio alerting Improve COM radio data processing Improve transponder interface Improve functionality of GSU 25 backup RS-232 connection Improve ARINC 429 label output Improve GNX 375 GPS data processing Improve Connext data processing Change ESP to inhibit protection when a miscompare is detected Adjust appearance of dual cue flight director Correct display of winds aloft magnitude for FIS-B sources General improvements to system operation Includes update to G5 software version 8.00 Includes update to GAD13 software version 2.10 Includes update to GAD27 software version 2.70 Includes update to GAD29 software version 3.40 Includes update to GAD29C/D software version 2.10 Includes update to GAD29C/D boot block software version 2.00 Includes update to GDL5x software version 2.15 Includes update to GEA24 software version 3.90 Includes update to GMA245 software version 2.80 Includes update to GMC507 software version 3.10 Includes update to GMU11 software version 2.10 Includes update to GPS20A GPS software version 2.10 Includes updates to GSA28 software version 4.90/2.20 Includes update to GSU25/B software version 4.30 Includes update to GSU25C/D software version 2.70 Includes update to GSU73 software version 3.80 Includes update to GSU73 IGRF database version 1.04 (Base Year 2020) Includes update to timezone database version 28.00 Includes G5 boot block software version 2.20 Includes GAD13 boot block software version 2.00 Includes GAD27 boot block software version 2.30 Includes GAD29 boot block software version 3.10 Includes GDL39 software version 4.91 Includes GEA24 boot block software version 2.20 Includes GI260 software version 2.80 Includes GI260 boot block software version 2.20 Includes GMA245 audio software version 2.20 Includes GMA245 Bluetooth software version 2.00 Includes GMA245 boot block software version 2.30 Includes GMC507 boot block software version 2.30 Includes GMU11 boot block software version 2.00 Includes GPS20A software version 2.40 Includes GPS20A boot block software version 2.10 Includes GSA28 boot block software version 2.20/2.10 Includes GSU25/B boot block software version 2.20 Includes GSU25C/D boot block software version 2.00 Includes GTR20/200 software version 3.30 Includes GTR20/200 boot block software version 2.30 22010A_ASDN.pdf

You should ask old Dan about his own crash. Bet you he would say it was caused by a microburst. Sent from my iPhone using Tapatalk Pro

If she's still taking psychostimulant medication and/or plans to continue, that's pretty much an automatic disqualifying medication for any class medical. I think I recall seeing that in the FAA guidance for AME's somewhere. The diagnosis of ADHD should not by itself automatically be disqualifying (unless the condition is actually impairing enough to prevent flying), so If she stops it or plans to stop medication in the future, I don't think that would technically result in her requiring special issuances forever. Those are reserved for people with "psychosis, bipolar disorder, repeated acts of self-harm or severe personality disorders" IIRC. On the other hand, I could totally see an AME interpreting it that way, but hopefully not all of them. And, of course, the disclaimer is I'm not an AME, but I know we have couple here somewhere?

Here is a flush mount horizontal picture. Sent from my iPhone using Tapatalk Pro

The pilot is an acquaintance of mine and belongs to the same flying group I do in LA. He has facial injuries requiring surgery yesterday but recovery should go well No info on what caused the crash I know the area well as I have flown out of there for over 50 years. Interesting airport history especially back half a century ago. He and the police officers are very lucky Quick decisions by the officers saved his life.

I talked to @Hans in Denver yesterday. Meet the nicest folks on MS.

SWTA is not in San Marcos, they moved to Smithville a few years back. But yes the people I had look at the brakes were just asked to bleed the brakes since they were soft. There definitely was air in the system, so that was one issue. My fault for being too specific - I should have said look over the brakes. Brian Kendrick (who is usually in San Marcos) stopped by and looked at it last Friday and within a minute he caught the backwards pad. I had asked him to look at it from day one but he finally had a day open up.

Similar thing, low voltage, happened to me leaving KORL. The TWR asked if I wanted to declare and I told them yes without even thinking about it. I was at pattern altitude when it happened. I turned cross wind flew the pattern and landed without incident to a parade of fire trucks. Some minor paperwork, one ring lug and an hour later I was on my way. One note though, I did get a little distracted on final still trying to diagnose the problem instead of focusing on flying the plane and the landing.

This was yesterday. Based on the radiosonde observation (RAOB) out of Nashville, the temperature was closer to -27°C, but still pretty darn cold. This was in an area of dissipating convection which certainly explains the icing down to much colder temps.

I think we worry too much about this sort of stuff. I fly, land, taxi to the pump, shut down, fill up, start up, taxi to the hangar, shut down and put the airplane away. I see absolutely no harm in that except for highly theoretical conjecture unsupported by any actual data. Skip

A three man sortie. Showing 3rd wingman N201CB do a cross under. N201NU lead Sent from my iPhone using Tapatalk

As I may have mentioned in an earlier post, my granddaughter is interested in a career in aviation. She started the process and got to the medical stuff. It seems that some time ago she took some kind of an online quiz thing that suggested she might have ADD. She told her doctor, and he (knowing there is not definitive test for ADD) gave her a prescription foe Adderall. She thought it helped her to focus better and her grades reportedly improved. When she applied for her medical, she reported that she was taking it, and naturally they denied her medical. My cursory look at the situation indicates that once she admitted taking that drug, she is likely stuck for life with the possibility of only getting ongoing special issuances. Has anyone been here before? From what I have read, there are AMEs who will just send in papers, and others who "got to bat" for an applicant. Does anyone know an AME in the Denver area who is really interested in helping someone get over this type hurdle?

If we eliminate data free, theoretical conjecture from mooneyspace Javier could save a lot on server space.

is wilmar in MN simply not weep no more?

OK but give me a few days to prepair

Ha! That reminded me of working in a rural family practice clinic in med school, we'd get a lot of people (adults) coming in to flush out the ears, and the size of some of the plugs we'd get out would boggle the mind!

I saw that too. Perhaps the GI 275 and GSU 25D use the same ADAHRS design. In some Garmin manual (can’t remember which one) Garmin did state that the G5 and GSU 25D use a different design.

Interior is small and crammed It is if you're wide of girth. Folks who fit fine in other aircraft have a tough time in Mooneys. It's a fact. Sucks for them, too. How fast they really go Mooneys really do go fast. Tail is on backwards Nope, everyone else's tail is on backwards. Mooney got it right. Difficult to land Took me an hour to land my Cherokee well. Took ten to land my Mooney well. Insurance asked for a one hour checkout n the Cherokee. Asked for ten in the Mooney. Poor useful load I can haul nearly a thousand pounds. I haven't seen another aircraft that can haul what I can at the speed I can for the money.

Ring flush costs nothing and risks nothing. Pulling a jug risks, among other things, crap getting dropped into the case, later to be found in the screen and filter. It happens more frequently that most would assume.

What's the practical effect of this for a G5 owner? You still need the GTN Xi with Smart Glide?

She was doing just fine. Calculated TAS of 156kts at 100ROP. Plane was light (~2100lbs) and it was cold. Possible my ASI is a touch optimistic, can’t say for sure.

Its 172

3?? That's terrifying, they grow fast!

Looks like KR is having some issues again… I’m sure it will be back to normal soon.

Honestly, this feels like a question for Bruce Chien. He has been an amazing resource for a lot of pilots and potential pilots with tricky medical issues. I don't have first-hand experience with him, but I have very close second-hand experience and he's been a life saver. https://pic.aopa.org/profile/11562

It's a square piece of plexiglass. Remove the plastic on top. My indicator piece was broken. I made a new indicator pieces and used a vinyl printer to make the green indicator.

+1 for Clarence, I did that on our M20J, a new LED bulb and also fabricated a new little plexiglas window for the indicator. It is now highly visible even in daylight, while not being annoying at night.

It's not so much difficult to get out of as it is impossible to get out of gracefully, especially from the right seat.

Quick overnight round trip from MI to Ithaca; interesting weather both ways - ILS to mins in worse than forecast blowing snow upon arrival - then hurricane force headwinds (but smooth) on the way back - steady 50kts off the nose at 6000’ - worse higher. Uugh. Turned Mooney TAS into a C172 ground speed. Max I saw was 70+ kts - winds worthy of the west. Detroit from 11K’: Surfing the layers on the return: Aargh....

I am aware that this is one of the things that many people believe. Here are some things to think about: 1. The hydraulic lifters are supplied with pressurized oil which provides a source of lubrication to the lifter bores and the camshaft during operation. 2. Many IC engines utilize overhead cams without issues. 3. After an engine has been sitting for a time, oil will drain off all internal parts without regard to their position within the crankcase. 4. Flight school engines are started frequently and often reach TBO and beyond, so lack of lubrication at start up doesn't seem to be a problem. 5. Spalling is caused by metal fatigue. 6. Corrosion is not always simply a chemical reaction -- it can have mechanical causes (called frictional or fretting corrosion). 7. Someone on MS posted a picture of a camshaft that had been sitting around in a hangar for years and looked almost new. I didn't design the thing and I'm an electrical engineer, not a mechanical engineer. But, I would bet that the lifter faces have operating pressures near the limit for the hardness of the material and some just fail. Based on flight school experience, it seems frequent operation is beneficial. Everything else has likely a second or third order effect with only anecdotal evidence to suggest it has any effect at all. Skip

Here is version 2.0, I think this one will fit the mission well. You can point it almost straight down or to within maybe 20 degrees of the ceiling. Also shown left to right is the original vent, Version 1 and then Version 2.

2020 Accomplishments: Successfully maintained a flying job through COVID (172 survey). Achieved 1200hours Bought a house in FL. Left the next day and moved to Maine for work Got hired by 135 cargo flying a kerosene burner. Flew ~300 hours in some crappy NE icy nights while toting 40lb Jepp charts. Achieved 1500 hours Ferried an Aztec from ME-FL-ME and finished my 25 MEL hours for 121 mins Got hired by 121 airlines flying something new and fancy. No longer toting 40lb Jepp charts Finally got the Mooney back into a hangar after 3 years on a waitlist. 2021 Goals: ATP & Type Rating (next week) Go after my CFI Fly the Mooney more and start putting more money back into it Start to relax and actually enjoy life, travel more

Congrats! The instrument will help a lot with insurance. You probably won't find cheaper/better than SGR unless you go to the very outskirts of Houston or as far as LBX. I think TME is a bit cheaper, but that's almost an hour drive for me or more with traffic and just not worth it to me. LVJ has availability issues, IWS is almost $200 more than SGR a month if you can believe it, and DWH has frequent issues with both the quality of the hangars, taxiways, and theft. AXH hangars are total junk, their taxiways from the hangars to the airport are way too narrow and not Mooney friendly with big dips, the runway is pointed the wrong direction, no SS fuel and their FS is the most expensive in the area, and they are only $33 cheaper a month. I've been flying out of SGR for 4 years now and while it's not perfect, in my opinion it's the best you'll get in Houston, clean, nice, spacious hangars, a well kept and maintained airport, towered with approaches, self serve fuel on the field at reasonable rates (not the cheapest in the area but not the most expensive either). 1. Toolbox... as in what tools should you buy or the toolbox specifically? In no particular order... Microfiber towels for cleaning the airplane Wash Wax All for cleaning the paint Ammonia-free glass cleaner/Plexus/your choice of to clean the windshield/glass Mineral Spirits to clean the engine Set of spray bottles (I got cheap ones on Amazon) to put the cleaners in Trash bucket and trash bags Set of 100 mechanic rags for cleaning oil, gunk, etc. off the plane A good ratcheting screwdriver, you'll use this a lot tinkering on a Mooney Oil funnels LED flashlight Safety wire Safety wire pliars Needle nose pliars Jaw pliars A full socket wrench ratchet set with a wide variety of sockets Cases of oil Oil filters Oil draining bucket (I use one you can get for a car that's self-contained) Calibrated torque wrench if you want to work on oil changes, cleaning spark plugs, etc. Other things to think about are shelves to store things on, a work bench, a minifridge to put waters & such in (you'll want it in the summer!), and buckets to put dirty rags and such in. 2. Corrosion: Treating it as you find it is best, corrosion will spread so best to get it when you see it. Scotch brite + zinc chromate to treat is the common method. I don't think I've gone hunting for corrosion, but if I find some, I usually treat it when I see it. I recommend Corrosion-Xing the plane regularly in the Houston environment to help stave corrosion off. 3. My plane has a Stratus USB charger in it so can't help you there, but I love being able to charge my iPad while I fly.