toto

Fortunately, it usually happens when you're wearing a sport parachute and holding a selfie stick.

The "small and crammed" interior myth is objectively untrue -- but a Mooney definitely has a unique seating position, and it's quite a bit different from a brand C or P cabin. I can definitely understand a Skylane driver getting into a Mooney for the first time feeling awkward.

Here's the direct link to the post on Kathryn's Report: http://www.kathrynsreport.com/2022/01/beechcraft-58-baron-n585ck-fatal.html

I have had this happen under similar circumstances. I spoke with the controller on the phone for a while after landing, and iirc he explained that declaring an emergency on behalf of the pilot allows the controller to focus on that one aircraft and potentially access more resources as needed. He said that it required some paperwork on his end, but that it required nothing from me after an uneventful landing.

This feels like it needs its own thread. The MSC certification thing comes up occasionally, but often buried in unrelated threads, and I'd really like to have a sticky resource on MS that lays all out. From my own very limited experience, there was a shop in KC that lost its MSC designation according to the DOM because they had one Mooney-trained technician who left, and they could not continue advertising as an MSC without him. There was also a new MSC added in the KC area within the last two years, which I’m assuming was done by Mooney Intl (they added it to the Mooney website, so Mooney was involved in one way or another).

You made a decision, had a plan, executed it, and both you and the airplane are safe. Sounds like a great outcome to me.

Nice. One issue down… one to go

A few quick thoughts... * I know you're super frustrated, and I don't want to sound overly critical in this tough context, but ... Be very careful about naming a shop or an individual in a public web post. At least until the matter has been resolved. This could turn out favorably for you in the end, and a Pirep on MS saying "there were some issues after the inspection, but the shop made everything right" is the best outcome for both the shop and the community. Especially given that this happened over a holiday period where communication can be difficult and slow. * As mentioned by @EricJ above, strongly consider finding a mobile A&P to give you a second opinion. It's worth a couple hours' labor just to have a second data point. * When buying an airplane, I'd count on spending 10% of the purchase price on first-year "gotchas." Sometimes that gotcha is in the first annual, sometimes it's after a few flights when you realize that something just isn't quite right - and you end up paying for a lot of minor things that add up to serious money. But it's the rare aircraft purchase that makes it through year one without a multi-AMU unexpected expense. This may end up being just one of your first-year gotchas, and not a major AW issue. * The tax thing really feels like it could be a miscommunication. Maybe the seller is not understanding what he's being asked to sign. You might try reaching out to a mutual friend on MS and see if they can help. This is a really small community, and with both the seller and (presumably) a bunch of customers from this MSC on MooneySpace, I'm optimistic that you'll reach a positive outcome. As @carusoam would say, Go MS!

I've seen these guys advertising a drop-in replacement for a while. Sounds like it may not be certified yet. https://tkmavionics.com/our-products/mx155-navcomm/ I have a KX-165 sitting in a box somewhere but it's a 28v.

+1 I mailed Headsets, Inc. a failed headset many many years after I installed the kit, and they fixed it for a nominal fee. They stand behind even a way-out-of-warranty unit.

Buying on TAP/Controller is tough. Don’t discount the local airport though - look for bulletin boards at nearby FBOs and ask around a bit. In a frenzied market, I actually think a Barnstormers or a Craigslist is a better bet than the flashy pay sites. The Barnstormers / Craigslist seller is more likely to be trolling and less likely to be inundated with competitive buyers.

I think it depends on the source headset. I have a Headsets, Inc mod to an H10-13S, and it has a stereo/mono switch in the cable as described. But if you started with the non-S model, then it’s probably a mono headset with no switch.

Yeah, technically correct. 89 is a pre-MSE, post-205 201 that has the MSE type updates for 2900# GW etc. My plane says “Special Edition” on the side of it. So it’s not technically an MSE, but you can see it from here. I think they just hadn’t decided whether to stick the acronym on there. If it were me, I’d advertise it as a 201.

It’s been a little while since I did this, but I vaguely recall that changing to external storage requires you to “clear data” in app settings and then switch your storage location in Avare before downloading charts. There’s some sort of initialization that happens when you first configure the app, and you can’t properly change your storage selection after the first download.

They really aren’t too bad, especially if the one you’re flying matches your panel. I think they use X-Plane.

Even a BATD is good for 10 hours towards the rating. I can rent a Red Bird TD2 from a local flight school for $25/hour.

After using GP on Android for several years, I would recommend against it. Garmin rolls out new features aggressively for iPad, and feature parity on Android is not a thing. Android seems to be very low priority for GP, and GP on Android is still missing some key features introduced for iPad over the past couple of years. (Note that GP on Android is exactly the same price as iPad - you just get fewer features and slower updates.)

I like Avare a lot - I think it's great at what it does. But it doesn't have quite the capabilities that FltPlan Go has (like interfacing with ADS-B devices from Garmin and Stratus 3). I also found FPG a bit unstable and crashy, but hey - free

The CB EFB option is FltPlan Go. Works on both iPad and Android, and has IFR enroute charts, approach plates, ADS-B traffic and weather etc, all for zero dollars. https://flttrack.fltplan.com/TutorialPDFs/FtPlanGo-iPad-Users-Manual.pdf

Yeah, just haven’t seen any studies on this. Seems to be entirely in the “gut feeling” territory. As A64 mentioned above, a 10w50 and a 100 straight weight have the same viscosity when hot, and should have the same viscosity at engine shutdown. I *think* the argument is purely about residual oil, but I also think that residual oil adherence will have as much to do with dirt and sludge and the condition of internal components as it has to do with viscosity.

This is a thing that I’ve always had trouble getting my head around too. My assumption has been that they’re talking about residual oil that will remain on engine components for hours or days after shutdown, where there is a theoretical difference between cold thin residual oil and cold thick residual oil.

This is an interesting anecdote from your cylinder shop. I haven’t heard anything about these problems being attributed to CamGuard, and as a relatively recent CamGuard convert, I’d be very interested to know whether others have heard similar from their shops. I’m generally very cautious about magic engine elixirs, but given the positive statements from Mike Busch, Aviation Consumer, and countless converts here on MS, I decided to take the plunge. I’ve had better oil consumption and no obvious problems, but I’m also only about four oil changes into the CamGuard thing. Anyone know whether Ed Kollin is on MS?

In my mind, losing the vacuum pump is a neat opportunity to add a standby alternator that wouldn’t otherwise be possible. Having had a bunch of alternator failures in my aviation life, including one at night and a couple in IMC, it … sucks. Even if you can proceed VMC, you’re trying to shed current draw in the hopes that you’ll have enough battery to talk to ATC for a little while - and trying to remember your light gun signals. Never mind wondering how much battery you’ll need to get the gear down and what that will do to your radio. Having a battery-powered nav display is very nice, and a self-contained AHRS battery definitely helps keep the dirty side down, but having an accessory pad open for a standby alternator brings a bunch of other benefits in addition to attitude and nav.

Overhaul costs can vary widely. A field overhaul by a local mechanic vs ship it to a name-brand shop vs factory overhaul. I can’t imagine the low end of this being under 15k and the high end is in the 30s from Lycoming.

If the airplane will spend all of its time in warm weather climates, then there is some argument that a straight weight 100 will better protect against corrosion because it takes longer to drip off engine components. This has been mentioned by Busch and Aviation Consumer, among others - but I don’t believe it’s much more than a gut feeling. I haven’t seen any studies proving this. If you occasionally fly to cooler climates, just fill with multi weight and be done with it. I used to do the straight weight thing, but I was always stressed when seasons changed. I had one particular trip where my destination forecast temps were dropping, and would be way outside operating temperature for Aeroshell W100 with no preheat available. I had to do a middle-of-the-night oil change with quart bottles I bought from the FBO counter. That was the first time I did Phillips XC and I haven’t gone back to straight weight since.