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New mini announced today. Complete re-design. Narrow borders, larger 8.3 inch display, but same overall size as older ones. Retina display. 40% jump in CPU performance, 80% jump in GPU performance. They showed Foreflight on it at the introduction. USB-C connection rather than lightning. 5G on cellular models. Supports 2nd Gen Apple Pencil. Looks like most of the features of the iPad pro in a mini size. Starts at $499. Orders start today, available next week.

Thanks for all of the responses. It’s not a financial issue, Avemco has been pretty reasonable. I was just hoping for Basic Med which would give me 4 years instead of a yearly Class 3. I was with Falcon and Starr insurance. They were the ones who did not renew. I’m going to contact Parker just to explore my options.

Too much of a tech geek. Already ordered a new one. My logic is they don't update them too often so grab one while you can. The difference between the 5 and 6 is significant. I will let you know if it was worth it from a pure pilot point of view. Rumors were Apple was going to cancel the Mini. If that ever happens I will buy a 2nd.

It appears we have enough folks that are interested and willing to attend. I will attempt to record this webinar and make it freely available after the fact. There will be a Q&A session at the end of the presentation...so if you attend live, you will have the opportunity to ask a question. Therefore, I can confirm that Thursday, October 21st at 8 p.m. EDT (0000Z, October 22nd) will be the date and time of this webinar sponsored by EZWxBrief. The webinar should last 50 minutes with a 10 minute Q&A. Here is the link to the Zoom meeting: Topic: 2021 Mooney Summit presentation on weather sponsored by EZWxBrief Time: Oct 21, 2021 08:00 PM Eastern Daylight Time (US and Canada) Join Zoom Meeting https://uncc.zoom.us/j/98368886764?pwd=Qk9nRHdoeG4wUVhVUDJHU1ptejhQUT09 Meeting ID: 983 6888 6764 Passcode: 946402 Keep an eye out in this thread for any changes to the schedule.

I thought that the shop that held that STC for the M20L conversion closed years ago due to a hurricane around 2004 or so? I don't think the rear seats weigh anywhere near 40-50 pounds. The Porsche Mooney (M20L) had a single power lever, the conversion had to work around that. This conversion may have looked like an Ovation on paper, but don't get fooled. It had the single puck brakes. The landing gear on this long body is from the mid-body 252 (meaning not robust enough for a long body Mooney - no way it's ever going to get a gross weight increase with that landing gear and those brakes). If it was equipped with speed brakes they were the vacuum brakes, which can be troublesome. It had the small fuel tanks, etc, etc, etc. They are nearly impossible to sell once you're done with them. The only chance you would ever have of selling it is to someone who believes they are smarter than everyone else out there looking for an airplane.

Unfortunately there’s a small number of underwriters, and if they’ve turned you down via one broker, they’ll likely turn you down via the next. Avemco is always the backstop. I’m surprised that the UFOs haven’t gotten more involved on the advocacy side of this, but they seem to lean on AOPA for help. https://www.ufopilots.org/post/aircraft-insurance-issues

https://mooneyspace.com/topic/39821-1992-bravo-for-sale/?tab=comments#comment-687989

Thanks Mike, I hope so!

It's been a while but I lucked out and found a pristine autographed version... Excellent shape for sure! -Don

Ouch. Sounds like we're likely to get chased out by insurance carriers before we get chased out by parts or 100ll availability, or lack thereof. Folks have been insuring GA for decades, why all the big losses now? Sounds unsustainable. No way you can recover a quarter billion dollars from the likes of us.

It is a chronological pictorial of my career covering 20 years. It was a retirement gift to myself. I designed it but let the artist have free reign with the flag and clouds. I spent 18 hours in the chair, 12 hours the first and 6 the second day. My artist is a machine...he only took breaks when I wanted to.

2vhzxmib.bmp A friend made me some ashtray covers. If anyone is interested in getting some let me know, price is contingent on the quantity. Piper, cessna, other manufacturers can be done. 9pksaz46.bmp

I was looking forward to this year's Mooney Summit. Really bummed it was postponed. Nevertheless, I still wanted to hold the presentation I had planned to do, but virtually. I don't have a solid date and time yet, but thinking Thursday, October 21st at 8 p.m. EDT...will post the official time here once I can solidify my schedule. I'll be more than happy to do this assuming I can get a good number to attend (say 30 or more). If there's very little interest, I won't bother. So, please add a "Thanks" or "Like" to this post if you are interested so I can get a feeling for the number of you that might be willing to attend.

For the M20J, Pitch max torque 85%, Roll max torque 90%, Yaw max trim 100%

LMS IS PARTING OUT 68 m20f ALSO HAS REBUILT NOSE GEAR TRUSS

Might want to talk to the "Oxygen Lady" (Phoebe) over at KRHV. She seems to know a lot. https://www.aviationoxygen.com

It’s not really, turbines are relatively inefficient at part power, so if sized and designed for the mission they do relatively well. But you can’t expect a 500 HP turbine to develop 250 HP efficiently, it won’t. The difference in fuel cost also negates a lot of the increased burn It’s entirely possible to design an efficient turbine that will operate a Mooney at lower then the flight levels and do so efficiently. The materials exist now to do it, even the lowly PT-6 now uses single growth crystal compressor turbine blades, the secret to efficiency is an efficient compressor and very high operating temps, we can do both now, it just takes $$$, and the GA market simply doesn't support that kind of expense

It's in the setup section of the Pilot's Guide, between setting up recall and volume adjustments and the BT audio streaming features. There's nothing special about it. There is a separate Installation Manual, and it states that the unit must be installed by a Repair Station. If you're doing a plug-in replacement of a PMA8000, that kinda makes it a bit more difficult to answer if you care about any warranty pushback potential from PSE. The FAA says panel replacement of plug-in avionics boxes can be done under Preventive Maintenance by an owner, and it doesn't say that they have to be like-for-like, just simple in-panel slide-out and slide-in. Lots of people remove old navcoms and replace them with TKM boxes all the time under PM and similar swaps. Normally an A&P can add the wire for the alert and then the instructions in the Pilot's Guide can be followed by the user to set it up (that's why it's in the Pilot's Guide, I'd argue). I don't know what question you actually asked, but personally I think doing the box swap and adding the wire should be nbd for an A&P. Swapping the box itself I think is PM and can be done by the owner, adding the wire would be a pretty straightfoward A&P task. This might be one of those cases where it was better to not ask the question, but I think the only real complication is potential impact on the warranty.

Rain can enter the static ports. I’ve had it happen once in a PA28 (easy to cure as pitot and static drains are in the cockpit), and once in a Beaver (had to suck water out the static port after landing since there was no static drain). That’s why there is an alternate static source. I flew the Cherokee through a heavy rain after which the instruments started jumping around and a few drops of water came out the static drain when opened which solved the problem. The Beaver floatplane was at the dock with a wind driven rain hitting from the side. When I flew it the airspeed stuck low and the altimeter didn’t work. I was amazed at how much water I sucked out of the static port; it was completely blocked. Water in the pitot (unless it freezes) is possible but less common because pitot tubes have a drain hole built it. Skip

Ask the AME to complete the entire 3d Class exam BEFORE LOGGING into MedEX. The exam does not officially begin unless and until he/she logs in. Any issues can be addresses without FAA knowledge or consent and hopefully you can come back and pass at later date. If you fail a Medical, you CANNOT get BasicMed the easy way. So if you think you are on cusp of not passing vision or any other part, don’t let them log in. Go to another AME if they are unwilling to complete the exam without logging in to MedEX.

I’ve got some good news to report. I took the sniffle off and bathed it in my ultrasonic cleaner. I found a glob of what looks like some kind of sealant in the exit elbow tube. I tested it with my mouth to make sure the ball is moving as it should. I reassembled and started it up. wow, egts went straight up to 1300 and it was running like normal. The fuel flow was initially higher, but it settled down after about 10-15 seconds like it should to about 2.0gph for warm up. I had a 20min ground run due to traffic, but got airborne and it ran fine…. Came around after 10-15min and taxied in like normal. I didn’t see anything come out of the sniffle, so I fished wire through the aluminum fitting that’s on the cowl and pulled the hose off.. the hose is dry. I remember in the past, I might see some steam, vapor and maybe a drop forming at the end of the tube after flying. My plan is to come back out later this week and fly again and see if things are normal again. Perhaps remove the sniffle and inspect again before flying to ensure its opening to drain.

Best MSer of the day goes to Mark! @markgrue Great pics, shared, updated, and shared again! The tray used to mount all of the GPU equipment looks awfully similar to the battery cover for my 65 M20C! Note for Ilya @lithium366… Alan @Alan Fox is our local Mooney dismantler… aka The Grim Reaper… or Grimmy the Reaper… He is an excellent resource for finding pre-flown Mooney parts, and often Pre-flown avionics, and sometimes Over-stock new avionics… He is a great resource for buying parts of a Mooney, or a whole Mooney… Special Thanks go to @tmo for carrying on the tradition of sharing info while I was away… Best regards, -a-

I blast the whole airframe with mineral spirits every annual. the problem is I can’t use a shopvac on it after.

I have been studying Parliamentary Law. I joined both the American Institute of Parliamentarians (AIP) and the National Association of Parliamentarians (NAP). I started working my way through the credentials, starting with NAP. In June 2020 I earned my Registered Parliamentarian (RP) credential through the NAP. That took hundereds of hours of study, a number of formal courses and passing six separate written examinations. I have now put in over 1,000 hours of study. Tomorrow I complete day three of three of five hour oral examinations (a total of 15 hours of oral exams) to earn the Professional Registered Parliamentarian (PRP) designation through the NAP. If I pass . . . Within AIP I have completed three of four possible correspondence courses so far and *may* take the examinations for Certified Parliamentarian (CP). If so I'll probably go on to get the Certified Parliamentarian - Teacher (CP-T) credential too. But that is yet to be determined. https://aipparl.org https://www.parliamentarians.org

We have a PSEngineering guy around here who is pretty handy with tech details… Lets see if @Mscheuer can help clear up the installation requirements… for the PMA450B… (see OP above…) Best regards, -a-

There were discussions on how to convert various file types a while back… Seems to be a common challenge for newer Garmin equipment… Best regards, -a- Bob had mentioned how he was going about it… https://mooneyspace.com/search/?q=Convert .ace&updated_after=any&sortby=relevancy&search_and_or=and

Just verified on the plane that has G3X, gtn 750 and gnc255 connected to G3X. All database frequency lookup works with G3X provided information. No functionality seems to be lost. Both G3X shows COM frequency with explanation and GNC radio shows frequency with alphabetic explanation. Cheers!

Best bet is to talk to a broker who could shop it around. @Parker_Woodruff will hook you up.

Look at flight school rates, for example. The boom in training led to probably 10-50% more hours flown per plane, depending on the fleet. Students have accidents at the same rate per hour. Accordingly, I'm seeing big increases & tight underwriting in flight schools. So that type of activity will make up a big chunk of the premium.

Their website says 150-300hp so it would seem they plan to have variants of the engine. I be ok never hearing or feeling another piston burp in my Mooney again.

There are smarter people than me when it comes to definitions of psychology, but is this really expectation bias? Expectation bias would be, I put the gear handle down, I did a GUMPS check and I expected the light to be out because its burnt out. However, the gear actually failed to deploy but I didn't know because I expected the light to be out. On the other hand, you just got distracted on final and forgot to put the gear down or do a GUMPS check. Expectation bias doesn't really come into it - it just wasn't done. With an indicator out, I don't know how you do a GUMPS check without looking at the handle and/or the floor.

My gear goes down 3 miles from the airport. 3 miles from potential distractions. If it's a busy airport I might do 5 miles. I won't do repeated touching goes, too easy to get the order wrong, think you put down the gear but didn't.

+1 for rivnuts. If you want to use an adhesive to secure tinnermans in place, thread a piece of safety wire from the outside into the hole and then up where you can get to it, slide the tinnerman onto the safety wire and apply the adhesive, next twist a loop in the wire so the tinnerman can’t slide back off, but don’t capture the nut, pull the wire from the outside and it pull the tinnerman into place, once dry pull the wire out from the inside. This works with hard/ impossible to reach places with nuts and washers, use sewing thread the same as above to hold everything in place and run the screw in, the thread gets cut fairly quick.

One other helpful thing - if I’m doing something that is not normal - do something awkward to remind yourself of a not normal situation. Example if I don’t extend my gear at my usual spot, I’ll stick my hand on the gear lever or dash pointing to it until I select it. I’ll do this if my kids are being loud or distracting in the back. I did it one night when my then 4 year old woke up with a night terror as I was turning onto final. Another time when she woke up and started kicking my seat back when I was flying an ILS in IMC … so that was fun.

I’ve been switching tanks in Mooneys for two decades. I’ve been sitting in Mooneys where tanks were switched for almost five decades. Never an issue. You should scan the NTSB database for fuel selector malfunction accidents that occurred while switching tanks versus fuel starvation with fuel still onboard. I think the data likely supports switching tanks if you’ve forgotten to do it earlier. You come off as almost superstitious about your fuel selector.

when i have had to do the morning sickness repair in smaller continentals i tied a piece of dental floss to the corrugations on the valve to make it easier to get the valve back into alignment with the valve guide. always worked easily and the floss can be fished thru the guide with a pait od flexible grabbers after the reaming is done but what do i know i am not a professional mechanic so take everything i say with a grain of salt

So, If we made one with a compressor mounted on on the vacuum pump pad, and the sieve beds and valves in the tail along with heat exchangers using ram air. We could make a much higher volume concentrator than the electrically powered ones available today. The ones available are just rebranded medical portable concentrators. The problem is economics. You would need an STC for every airplane. That would cost a fortune. Maybe when I retire, I’ll do one for the 231 just for the jollies of it.

Inogen does have a new product (the Inogen Aviator G5) that is apparently tested to 18k, in "single or dual" mode. I have no experience with this, so no idea how well it actually works at 18k with two people, but fwiw.. https://www.inogenaviator.com/products (Note this is a newer unit than the one that Aviation Consumer tested.)

I doubt that most Mooney owners even have sufficient hanger space for a 77 foot cylinder.

To all of you, i would like to thank you for answers and solutions i really appreciate this forum and it's always cool to see "aviation is a mindset of sharing" For the moment i read a lot of post and differents website where i've found a lot of information on mooney aircraft It's always better to be the only one owner. You're not depending of an other one but all the cost are for your pocket. yes indeed.. Somebody told me "if you want to buy an airplane, buy one you can't rent ! and you agree, the mooney are so gorgeous. There are not lot in renting i will take my time : first : Find the right aircraft and second finding maybe a sharing option with an other owner. More many thanks to all of you

"M-18C" Pilot report in February 1964 issue of "FLYING MAGAZINE" For optimal reading clarity, "CLICK" on page you wish to view, then click again (twice?) to zoom.

I believe Anthony means @Alan Fox - and I understand that the original poster is looking for an auxillary power receptacle.

I scanned mine and printed it out in two books years ago. One I keep in my office and one at home. The original is required equipment, that stays in the aircraft and never leaves. I could have put it on an iPad, I suppose, but what I found more useful was to create my own checklist and put that on a pdf that is in Foreflight Documents. I use it every flight, all the time. The landing, takeoff and power charts are all to scale so it is not very useful to put them in another format where the scale changes.

It’s a french thing. They sent an “air police” to our jet when we told them we were unable to take the RNAV departure they thought we didn’t know how to program our FMS. Once he was aboard and saw we did not have a gps he lamented over the radio that we were correct and needed vectors. They just never had seen a 767 without a gps apparently. even some companies can be CB.

Because CFI Pauline Genung ex first wife of my ex father in law lost her life while training a student in a c150 at Eagle Creek airpark way back around 1975 or so when her seat slipped back on take off. She was all of 4'11" and didnt let go of the yoke when it slipped back, stalling and killing her. (hows that for falling within the 7 degrees of separation?) I dont think this happened on a Mooney yet, but may have been a "contributing cause" on the Eagle takeoff accident a few years ago

Thank you, that would be great. I'll send you a message here.

This is awesome input. Hee hee, I was right seat of a V-tail that had an electical fire under the glare shield. The owner, unbeknown to him, had a barrel fuse to simply tied from +12V to ground with a fuse that understandably kept blowing (previous own had just left the blown fuse in). The current owner didn't know what the fuse and wire was for and took out the fuse, thinking that this was safer than having the fuse constantly burning out. Apparently, I moved it just right when I plugged in my headsets and the wire on either end of the empty barrel fuse came together... After the fact we speculated that sometime in the past, that wire was used for something that was removed. But instead of removing the wire, some idiot just tied it to ground. The aftermath was that he rewired his whole electrical system.

I found out that the 3081 number is in fact a typo as mentioned and should be 3081. This grease fitting doesn't have a ball. There is also what I believe several other typos...MS150001-1 (22-1), 46604 (23-6) and the location on 22-4 is pointing to the wrong spot. I sure would like to know what 46604 really is. MS15001-4 is a 90 degree angle fitting, it will be interesting to see if these still exist on my gear or if they have been changed out to MS15001-1. It is a 55+ year old airplane.

I know it sounds like an expensive trip, but if you fly it to Century in KMWL (Mineral Wells TX) so that they can see what it's doing in the airplane I'm sure they can fix it.

If you are happy, I am happy. Stick with the avionics you have.