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Anything that works to restrain bureaucrats even just a little bit encourages me just a little bit.

Going to look at an Ovation. This is motivation enough to overlook most any issues.

I write because in some recent threads, the “Chevron deference” doctrine has been the subject of discussion. Under the doctrine, which stemmed from a case 40 years ago, the Courts gave deference to an agency’s own rules and interpretations of its rules. In other words, a Federal agency could not only promulgate a rule, it could then decide what the rule meant and how it was to be applied, and the Court’s were not to interfere with that interpretation. This resulted in what some viewed as abuses of the administrative power. On Thursday and Friday of this week the Supreme Court decided two cases that are likely to dramatically change how Federal agencies (including the FAA) operate. In Loper Bright Enterprises v. Raimondo the Court expressly overruled the original Chevron case. “Chevron deference” is gone. The day before, in SEC v. Jarkesy, the Court determined that there is a right to jury trial in instances where an agency seeks to impose a civil financial penalty for violations of its rules. Previously, an agency could decide whether to proceed against a defendant in Court, where the rules of discovery and rules of evidence apply, or before an administrative judge where they do not. The effect of Loper is that an agency is no longer the sole decider of what its governing statute or its rules mean. This has two effects. First, Federal agencies unfortunately have used their authority under Chevron to pass rules expanding their own authority beyond the scope of the statute under which that authority was granted by Congress. As an example (I am deliberately staying away from aviation-type examples), for many years the EPA asserted the right to regulate farmers’ fields. Their jurisdiction extends to “navigable” waterways, and they interpreted “navigable” to include areas where water ponds in the spring. A long battle was fought over this with Chevron very much at play, in other words, the agency asserted it was the sole decider of the extent of its power to regulate. Second, agencies will be limited in their ability to apply their own rules and regulations simply by reinterpreting a rule. Under Jarkesy, enforcement proceedings in which an agency seeks a monetary penalty will be required to proceed in Court where the defendant will have the ability to defend himself, and have the matter decided by a jury of his peers. In Jarkesy, the SCt distinguished between enforcement proceedings the purpose of which is solely to restore the status quo, from those where a monetary penalty is sought. So it remains to be seen whether Jarkesy will apply, for example, to proceedings for the suspension or revocation of a license as opposed to a monetary penalty of some sort. These cases - and we may see more aimed at limiting the power of the administrative state - will unquestionably have an affect on how any Federal agency, including the FAA, operates. Personally, I have had nothing but good experiences with the FAA, and as Federal agencies go, it has always appeared to me to want to serve and cooperate rather than mandate and restrict. But things will change. In practice, and from long experience in the legal field, I can tell you that it will take some time for these two decisions to have an effect. When major precedents come down there is always some resistance in the lower courts, which find ways around the new precedent. For example, in Loper the SCt said that the Federal courts may, in deciding what a statute means, consider the agencies interpretation in light of the expertise of the agency in the particular field. So in lower courts sympathetic to an agency, the court will simply use that rule to adopt the agency’s interpretation, right or wrong, and it will up to the appellate courts to straighten it out. There will also be quite a few cases in the lower courts trying to sort out what Loper and Jarkesy mean. So don’t anyone think they can now go fly under bridges.

How long has it been since your last inspection? That crack didn’t make it all the way around that pipe in a day.

Great turnout!

The one you own

I didn't try to download, but I saw a button or link for logs.

Airplane is home. Putting a few hours on it, and finding a few things, hopefully only configuration things.

Just write whatever, then click on the "Add Files" button below, beside the paperclip. Upload the pictures. To put the photo inside your post instead of being a thumbnail below, attach the photo as above, then move the cursor to where the photo should go, scroll down and tap on the photo.

Thank you to all for your kind words. If someone can remind me how to post pictures, ill send some from France, assuming of course my Haematologist allows me to go when I see him on the 2nd July!

If I do too much at once, or concentrate too long on one thing in IMC, my altitude / heading / attitude begin to drift off of where I want to be. It's hardly loss if control, but staying head down too long could certainly get the plane headed that way. Do one thing, check the panel; do the next thing, check the panel.

I think the most important use is in the case of an over voltage condition you can shut down the charging system to prevent damage to your battery and possibly other things.

Just hand flying then , changing frequencies, or adjusting the routing, ie just taking your eye off the ball for a few seconds can easily get you into the beginnings of loss of control.

It does. But we made another ground to the firewall

And no firewall connector, so that makes it easier! It says M20E on the side, does that apply to your F as well?

Any maintenance technician should be able to fabricate one of those. The dimensions are not critical - it just needs to cover the hole in the air box.

Thank you for the help. Looks like my IPC asking for the grounding on one end (at the switch).

My speed brakes don’t have a relay, they have a control box in the tail. They don’t have micro switches, they have inductive proximity sensors. If you have that series, I would check the connections to the control box, and the switch.

The picture above of the cylinder with the failed exhaust is cylinder #1. It shows the alternator behind it.

Small ones are 2700 Camlocs; Large ones are 4002 Camlocs. You can get them at Aircraft Spruce and other suppliers. The studs come in different lengths. There is a number on the head that denotes the length. Look at one adjacent to the missing one for the correct number. The 2700 studs are held by a split washer inside the cowling. The 4002 studs need a special pliers to install and remove easily. All these parts are available from Spruce. Skybolt is an alternate supplier and their studs are compatible with Camlock sockets. If you have an enlarged hole in the upper cowling, Skybolt has a 2700-compatible stud with a larger flange that won't fall through the hole.

That looks like a 100 series from the picture. These are pretty simple. Since the brakes have been recently serviced, it's probably the switch or the relay. 100 SERIES SCHEMATIC WIRING.pdf

Exactly. Yes, it's a difficult situation. The only reason we are talking about this is because there isn't a well known clear answer. For me it makes things easier if I have thought it out ahead of time and have a plan. But what I won't do is just close my eyes to opportunities to maybe save a plane or a life by having a conversation. I have not 'confronted' my friend. I've had one subtle (perhaps too subtle) conversation about if the flying he does is really worth the risk. While his flying makes me very uncomfortable, I doubt I'll ever get to the point of 'confronting' him about it. And there is no way I'd block him in or disable his plane. He's not doing anything that dangerous. And also he had a near miss last summer that has resulted in a change of behavior that I hope is permanent. Hmm... So maybe it is that dangerous after all? *sigh*

Just take it to a welder and have them weld it back together.

Hey guys.. haven't been here in a long time, but here are those files.. generally, hook it up just like a cessna AP, and just tweek the voltage levels until you like it. Brittain G5 Dwg Rev A.pdf G5 Hook Up, No Transformers.pdf Brittain B12 Accu-Flight install manual.pdf

@LANCECASPER That’s actually SI 1560 vs 1650. I wasn’t familiar either. I’m wondering how many engines have been torn down because of this loose/missing set screw. I’m also wondering why it’s an SI vs an SB or AD, what is the impact/risk of not doing it? Loose governor drive? Set screw floating around somewhere? Is the SI referenced by a later SB or AD? Time of compliance is “at the owner’s discretion”. Here ya go. https://www.lycoming.com/sites/default/files/attachments/SI1560%20Set%20Screw%20Inspection.pdf Cheers, Junkman

Check the wiring diagram for your airplane. There may be a Canon plug or other connector in the firewall that the p-leads pass through, and the shields will need to be grounded there on both sides of the firewall at that connector as well. While grounding one end of a shield is definitely better electrically for reducing noise coupling into the signal conductor, in aviation applications the practice is usually to ground both ends, evidently for redundancy so if the ground on one end fails the shield is still effective. The wiring diagram for my J shows the shield for the p-lead grounded on both ends of each segment on each side of the firewall. As mentioned, it won't hurt to leave one end ungrounded and that's better electrically, but be aware that the wiring diagram shows a ground on each end. This may be relevant if somebody else works on it and wants to ground both ends...which is fine and consistent with the wiring diagram.

But my wife just reminded me that we are blessed and these are first world issues. Good reminder, I'm not saying it rationalizes the huge increase on everything we buy but hey, we get to own and fly our own plane. Darn cool

You should be in the mid $2000s or better when you're over 500 hours total time (assuming under age 65, no claims last 5 years, etc.)

Not all of them. Most companies open quote for Mooneys unless they already insure the plane. And there's no reason one company would provide a better quote to a different broker unless one had wrong information.

It was a bit scary. I thought I would have read the Drudge Report.

Fascinating thread. Thank you for posting all this, and congratulations on reviving this airplane!

So sorry to hear about this, just came across the sad news. But glad to hear your getting some help with the treatments. Your upcoming camping trip sounds great but hope it’s more glamping than camping! The Calanques will be beautiful this time of year if that’s where you’re headed. thanks for the update and keep us posted when able. Sent from my iPhone using Tapatalk

Having a close family member with leukemia and knowing how difficult the road can be, I am more than happy to give to the UCLH cause. I don't need to tell you Andrew just how lucky you are to have a partner who is there right by your side. All the best .

You're kind of like family here so keep checking in We ae always glad to hear from you no matter the subject. Tell us about camping in S France We colonists have never heard of it What kind of camping- tent, caravan, walkin backpacking? Most of us are of an age where sleeping on the ground doesn't work out too well now :-)

In Canada, we lose all flight status privileges with this diagnosis. I still have 12 months of hormone therapy following my radiation treatments that ended in January, so I will not get my medical back until late next year. Flying with a commercial PIC in the meantime to get hours in. Good Luck Andrew.

Hang in there Andrew enjoy the trip and keep busy, hopefully one day this dreaded disease will be cured, I have 2 close family members with similar issues. All the best D

I was just thinking of you last week, Andrew. Glad you posted an update, I’ll keep hoping for the best.

Thanks for the update... I had missed the grave news last year (missed a lot of mooneyspace until recently) and am glad to see you're still kicking! Don't give up, and do your best to take care of yourself with nutrition and emotional support in addition to the medical treatments! A camping vacation sounds like a great idea. And definitely keep enjoying that beautiful Mooney!

Thanks for the update and glad to hear you're still out kicking around. Fingers crossed for best possible outcomes from here. Please do keep us updated when you can. Glad you got your other half there for support.

Glad to hear from you, Andrew. Thanks for checking in with the community.

Thank you for the update.

Mooneys:#1 *New owner completed some awesome avionics upgrades!

What’s funny here is that 1) you’ve never bled a Mooney brake system. 2) You’ve made comparisons to the braking systems of military and transport category aircraft. 3) And then finished up with the textbook method for bleeding brakes... To be honest the post comes off as a touch pedantic. I assure you that one can bleed the brakes with a pressure pot from the bottom up into an overflowing catch can and still end up with a soft pedal even after repeated attempts It’s my opinion that the design would have benefited from more judicious use of hard lines. I think that over time and use, the soft lines develop high and low spots in between the calipers and the brake cylinders. @acpartswhse now that it’s been bled from the bottom up. I would recommend reducing the fluid level in the reservoir to about 2/3rd full and apply vacuum to the reservoir with the vent sealed. A MityVac is probably easiest for the job but other tools could be modded to work. A coolant vacuum purge kit (rentable from most auto parts stores) may work as well but look at it before renting to see if you can make a good seal. Once a vac is attached, draw system down to ~ -18 to 20inHg and have someone actuate the brakes and parking break for a minute or so. This should eliminate any stubborn air bubbles from the system.

Bought my 94 with about 1450tt and planned to run it 400-500 till overhaul. At first annual it did not pass shop recommended lycoming SI-1650 and was grounded. At over 100k and 9 months later I have an overhauled engine being reinstalled as I write and will be waiting another 4 months for a turbo v-band clamp. Last I heard the wait for a factory reman was 1.5-2years. Just posting so that you can hear what happens when you loose the gamble. Do your research and hope for the best, best of luck! I love the airplane but would rather be flying. If anyone has a lead on the v-band clamp, I would love to hear about it.

No information on a medical on his pilot records on the FAA site. I’ve never seen that before - I’ve seen expired and Basic Med, but never No Medical

He has more lives than a cat. If he flies long enough he could wipe out the entire M20K fleet.