mooniac15u

I'm not sure where you got the impression that an E with "just a bit of help" will outrun a J "handily." The E that I think you're talking about was an exceptional example and even at that I'm not sure he had an edge over most J's. The data I heard on it was around 160 Kts groundspeed at 7500 ft with a slight tailwind while pushing the engine pretty hard.

I have a friend with a Comanche 260. It is a very capable airplane. It makes my J look anemic in a climb but we are pretty comparable at cruise. I assume he could outrun me if he ran it at full power but that would cost a lot in fuel. I seem to have better range, although I've never looked closely at how he runs his engine. The Comanche cabin is generally more spacious but not in terms of legroom. I actually have trouble flying it because with my feet on the pedals my knees interfere with the yoke.

That's a long trip in a Mooney. Have you tried planning that flight in whichever model you are considering?

Please don't post any pictures of Valerie.

The OP was asking about late model F's so it should be electric gear on both. The older airframes typically have more ADs. So, the minor maintenance on things like gear doors vs the cost of AD compliance is probably so close that it's almost impossible to calculate due to a large variability in what people pay for the various tasks. One thing I've noticed on these discussions of J's versus F's is that in one post someone will say that a late F is so close to a J that it doesn't make a difference and then in another post someone will talk about manual gear. If we are talking about manual gear F's then there are other differences such as non-standard instrument layouts and older style yokes.

Which enhancements have the higher maintenance bill?

When I work with young fencers I coach them on being patient but not passive. They should always be thinking strategically and trying to steer the match to the desired outcome but they must be patient in finding the right opportunities to execute their actions. It seems to me that the same is true in aviation.

Searching is ok if you happen to find what you're looking for but I think this demonstrates the limitations of their search engine. That's why I was pointing out the browse mode. In addition to searching for specific items I have used the full listing to display all ADs associated with my engine and my airframe. It lets me see things that I might not have searched for or that I might have missed in searches due to terminology issues. Google searches will also retrieve this AD because they crawl the full-text rather than just using whatever keywords the FAA is searching.

FWIW, it's not diamond dust it's an amorphous carbon coating called DLC (Diamond-Like Carbon). It has very high hardness and a very low coefficient of friction. You can read about DLC properties here: https://en.wikipedia.org/wiki/Diamond-like_carbon

This AD is listed under Lycoming Engines. The Lycoming section is actually very well organized. In @M20Doc's link use the navigation pane on the left and under "Current ADs" click on "By Make" then click on the "L" at the top of the page. Scroll down to "Lycoming Engines" and you will find each specific engine model is listed separately. Find your engine and you will see all the ADs. For the IO-360-A1A there are about 30 ADs including 2009-02-03. FWIW, there are a couple ways to access the AD list. I think the UI is a little better on this one: https://www.faa.gov/regulations_policies/airworthiness_directives/ There's a search box and below that there are three tabs for browsing. The full list by Make/Model is on the far right.

That's exactly what I do but the way the site is arranged it would be easy to miss things. If you browse through the manufacturers list there are something like 4 different names for Mooney. The original post in this thread reads like "Did any of you know about this AD?" so I wonder how many folks are missing something in their searches.

I don't know which service they use. I rely on a combination of that report and the shop's experience. I do review the report and do some double checking but I know that as an amateur I'm more likely to miss something. I constantly see MS threads about the $700 annual where the IA shows up for about an hour and I wonder if those owners are getting any professional help with AD research. If the cost of that approach is increased risk of missing ADs then maybe they aren't such a bargain after all.

If I don't see a specific AD cited then it hasn't been complied with. A logbook entry like you mention with the oil pump gear wouldn't cut it for me (or probably the FAA either). In the case of the injection servo did you know about it and believe it had been complied with or didn't know about it all? Your original post sounded more like the latter. The airworthiness of the fitting in the picture is a completely different issue if there isn't an AD related to it. There's legal airworthiness and there's practical airworthiness. Both are important.

I think everyone here would agree with that. Isn't this your fourth annual on this plane? One of the things I get with my annual is an exhaustive list of possible ADs and whether they are applicable to my specific plane. Is that something that folks generally try to do themselves when they do their annuals in their own hangar with the IA just dropping by for the inspection part?

Is the takeaway here that your plane was subject to this AD and wasn't airworthy?

You may already know this but the Fenix 5 base model doesn't have PulseOx. You have to get the 5X or 5X Plus for that feature.

The diodes were the part I was missing. Thanks.

Right. I'm just wondering about the need to connect the power supply to the terminals rather than using the factory connector via the power jack (if you look at the product listing on Amazon, that power supply comes with a nice factory connector that fits the power jack next to the terminals). It seems like the terminals must be part of the same circuit if either can power the board. The rest of the wiring including the jumper would stay the same.

Did you have to cut the factory connector off the power supply? It seems like the power jack and the individual connectors must be connected if either can supply power to the board.

Wet highway bridges can freeze at about 38F (3C) due to evaporative cooling from wind. Presumably the same evaporative cooling effect would be possible on airplane wings although the exact temperature might be slightly different.

Any amount of engine oil that enters the system will be subject to hundreds of hours physical and thermal cycling an engine vibration. It would be hard to imagine that oil wouldn't mix.

There are a lot of Cirrus accidents due to loss of control in IMC at low altitude? Is it more than what's typical for other types of aircraft?

Cirrus has a different solution for the IMC loss of control issue. The LVL button can recover from 75 degrees of roll and 50 degrees of pitch. https://www.aopa.org/news-and-media/all-news/2008/may/20/cirrus-offers-emergency-recovery-switch

Cold air does not dry out when heated. That's a common misconception. We measure the moisture content of air as relative humidity. Colder air can hold less moisture than warm air so the same amount of moisture is measured as a lower relative humidity in warmer air. If you heat cold air the same amount of moisture is present it just results in a lower relative humidity because you are changing the actual value of 100% that it is measured against.

There seem to be lots of discussions on MS about adding non-owner pilots for a variety of reasons. Let's say for an MSer whose rates have stabilized in the $1000-$2000 range on a non-turbo Mooney, how much hit on insurance would we take for adding a low-time pilot (<500 hours, complex endorsement, zero Mooney time)? I think this is the scenario I hear about for keeping your Mooney flying when you don't have enough time to fly.