toto

TKS is definitely unusual on a J model. An engine that's been pickled for three years is going to be an area of concern for potential buyers (I would probably advise someone to assume that they need a new engine). The Mooney market is definitely a seller's market, not sure about the movement relative to a Skyhawk - but vRef isn't much more than a ballpark anyway. I wouldn't spend the money on an avionics upgrade just to sell the plane. Even if you get it "at cost," you're not going to make money on it. The big concern would be the engine that's been sitting for three years. Tbh, in this market potential buyers don't have the luxury of a lot of tire-kicking time. So you might very well get a decent price out of it from a buyer who will take a chance on the engine.

If anyone watches the Scott Perdue channel on YouTube, he did a nice recent video on the impossible turn in a Bo. I'll see if I can dig it up. ETA: Okay, not quite as recent as I thought. But still..

Yes. The big mistake people make is being afraid of the ground rush and loading up the wings with the nose on the horizon and a steep bank. This should be basically a lazy-eight started at the nose-high point. Let the nose drop below the horizon as you roll in your bank. Ending up in an accelerated stall won't help anything.. IIACBINYC

https://mooneyspace.com/topic/36358-possible-turn/

We’ve had a couple of recent threads on this, probably under the “impossible turn” subject. I’ll see if I can find one.

It's not all that exciting in our planes without autothrottles The "go around" button basically throws you into attitude mode with a slight pitch up. The autopilot is still engaged, but you need to clean up manually and add power.

I really don't have any idea, but it's always like that for me. I do leave my strobes on at all times, and I've had in the back of my mind that it might be the very quick, sharp current draw that causes the ammeter tick. Hopefully someone with more technical knowledge of the gauge can weigh in.

For whatever it’s worth, that’s what my ammeter looks like nearly 100% of the time. Right after engine start, it does show a minor deflection to the plus side, and if the battery was run down for any reason, it will stay deflected for a bit as the battery charges. But when everything is charged and operating normally, it looks exactly like yours does.

Out of curiosity, did you put it on jacks because you had heard the strange noise, or was it just a regular gear swing at annual?

I didn’t see this mentioned above, but the Garmin EIS will display on an iPad running Garmin Pilot. So theoretically if the LCD crapped out on either a G3X or a G500txi, you could still see engine instruments on your iPad.

I'm very interested in this topic. I, too, had never heard of the NBS and probably would never have heard of it if not for this forum. I learned a great deal from the various threads and really appreciated the efforts from Don Kaye and Andrew to document the spring and its replacement. I have the original NBS in my a/c, and my sense has long been that it's far less likely to fail than a bunch of other things that require less specialized knowledge to replace. I'll definitely replace my NBS one of these days, but I sure don't want a random shop pulling the gear actuator (much less tearing it apart). So it will be a "travel to Don Maxwell" event and I'll defer 100% to them on the correct approach to replacement.

Fair enough. I was suggesting the uAvionix product only because it would gain ADS-B compliance with no panel changes - allowing more time to make a decision on the panel upgrade while focused on the engine in the short term. If you can add extended squitter to the 330 without cutting holes, then I completely agree - that’s the approach that I would take.

You could probably screw on a uAvionix unit without making any other changes. I have no personal experience with these, but my sense is that they have minimal install costs. https://uavionix.com/products/skybeacon/ If you decide to do a bigger panel overhaul down the road, removing and reselling the uAvionix unit seems possible.

There's no such thing as a free piano, but that's a heck of a nice doorstop for $10k.

I'm sure that someone here on MS knows aircraft certification well enough to give us the definitive answer, but it's a curious thing. I've talked to several shops about doing the service bulletin, and no one seems to think that the Mooney kit is important - everyone seems to send the ASI out for a silkscreen and checks the rudder balance. Since the gross weight is already specified in the type certificate, I'm not sure what regulatory impact a Special Letter has on Part 91 operations. The service bulletin itself isn't required by regulation for Part 91, but the letter clearly says that you need to comply with the SB and add the AFMS to use the 2900 GW. My a/c came with the AFMS already in it, but I've never found any evidence that anyone complied with the SB, so I always treat it as a 2740 craft. I'll do the SB one of these days, but for the moment I'm happy knowing that I have a 160lb GW buffer that I'm not using for anything

I don't think there is any need to buy the kit, which iirc includes a new ASI. If you do the SB and have your ASI remarked, a logbook entry is all that's required. It's not an STC, so there is no other paperwork aside from the AFMS. I was very eager to get this done years ago, and it was a primary consideration when purchasing the a/c, but I haven't done it yet -

I still have a newish GMA340 that I’m happy with, but I’m planning to go the gsxr route and swap it out myself for a PMA450 one of these days. The charging ports and 3D audio seem valuable enough, and the Telligence feature on the 350 still seems too gimmicky for me. This is from someone who is otherwise an all-Garmin buyer, fwiw.

An option to consider is getting up early and doing your "night" takeoffs shortly before dawn. If you leave early and return late, you could get your currency over three weekends and six flights without having to do a single "currency" flight.

Yeah, I had a saw you were a K driver and went, well, crap, there goes my one chance ever on MS to brag about having a dual mag (But then I did it anyway..)

All you have to do is swap out the unpopular "separate mags" accessory case for a single D3000 mag, and then you can get a dual electronic ignition from Electroair today

Have any Cirrus aircraft hit the 12000 hour airframe limit? I always thought this was an "abundance of caution" thing around composite structures that would be reevaluated as the fleet aged.

I keep thinking that we're looking at the Swearingen after it has landed --- it may be that the initial damage didn't look so severe, but it was subjected to crazy aerodynamic forces during the remainder of the short flight, which caused a lot of the metal deformation that we see. It makes me think that the only thing that saved the Metro aircraft was being relatively slow and on a final approach. He might have had only seconds left before losing major structural components and having an uncontrollable aircraft.

I can't help but think this was an incredibly stressful and frightening event for the Cirrus pilot. You have a few seconds to process the fact that you just had a mid-air collision and you're not dead, then a few seconds to process the fact that you're still sort of flying. There's probably a bunch of noise and vibration and you're certain that the plane is messed up but you aren't sure how badly or what it means for controllability. I think one of the things that makes the parachute successful in these cases is that the pilot's reptilian brain can basically go "pull the big red handle" and then just pass out from sensory overload.

Right, yep, I think it's case by case. Cirrus has an example in their CAPS document here: "He then notified ATC he was going to activate CAPS. His life was saved and his airplane was repaired and still flying today." https://cirrusaircraft.com/wp-content/uploads/2014/12/CAPS_Guide.pdf

Up on Kathryn's Report now. Usually a nice aggregator for these events. http://www.kathrynsreport.com/2021/05/cirrus-sr22-gts-g5-carbon-n416dj-and.html