skykrawler

The solenoid in the master relay could be internally shorted to ground. I would remove the wire from the master relay that provides the ground path that energizes the relay (re: to master switch). If the relay opens it implies there is a a ground being applied through that wire from something other than the master switch. If it stays energized, it's probably an internal short to ground.

Does your bird have TKS? That'll cost a few kts, maybe 5.

Exhaust flanges are held on with nuts, not bolts.

I have seen several Moonies with excessive gear pre-load - electric and manual. What A&P would reduce the preload on a landing gear that came to them and risk being blamed for a gear collapse for any possible reason? IMHO this sort of mindset is pervasive in the trade. Typical escape clause: 'aircraft is airworthy with respect to the work performed'

Should've asked what was parked there before. That's a fairly large diameter bolt. Not very many that size on a Mooney.

I seen this happen if one of the two units is slower than the other. The new units (fully enclosed) seem to have some electrical interlock between them such that if one is not driving the motor, the other will not either. Usually cleaning and lubing them up resolves the problem. The screws on the covers of the enclosed seem to get galvanic corrosion with aluminum which is why they are so difficult to extract. Especially the ones with the TKS systems since the TKS fluid seem to migrate into the speed brake cartridge. I might help to apply some penetrating oil and let them sit overnight before trying to remove them. Its also a good idea to replace any mounting screws that show corrosion - and not overtighten any of the screws.

You forgot the asking price.

So what was the final answer on this problem? Mooneyspace needs to know so other people get good advice.

The "elevator trim switch (electric trim)" is also the circuit breaker. Bottom row of switches to the right of the control column post.

The problem is they choose to try it when it wasn't possible. This exercise is to obtain an understanding for when it reasonably is possible. At my home airport departing west or south offers nothing but streets and interstates. She chose to turn left on the simulated failure which I believe lengthened the glide path. Should have tried it the other direction as well.

It might be helpful if you identify the model of airplane you purchased. Maybe even the year. At this point you have a lot of catching up to do on the matter of aircraft ownership.

Of course the cost of the engine is just part of the expense. The OP seems to acknowledge that the engine hoses need to be replaced as well. Other things to consider: The engine mount should be cleaned up inspected and repainted. Usually they need it. Its a good time to have the prop resealed and painted which means the old oil and lead sludge will be cleaned out. The exhaust should be carefully inspected. Often there is something going on there. Repair/replace any bad baffling. It's a good time to clean and paint it. How many hours on the alternator?

antenna length = wavelength = speed of light / frequency. So a UAT antenna: 299792000 / 978000000 = .3065 meters or 306.5 mm or 12.068 inches. quarter wave is then 3.017 inches. That's why those transponder antennas are so short. Apparently quarter wave antennas perform well omnidirectionally and are easy to make.

The transponder and ADS-B frequencies are fixed, so the required 'bandwith' is not that wide. If you were talking about VHF comm or NAV then talking about bandwidth makes more sense and typically those antenna perform best around the middle of the frequency range so you get decent performance at each end of the range. My airplane is still using what I think is the original King transponder antenna. The UAT has the 1/4 wave stick antenna, but I've been considering replacing that with a transponder blade antenna. There is no reason to replace an antenna if its working properly.

The FAAs super conservative approach to the introduction of new technology has a lot to do with the regulations and guidance and the slow pace of change. In this case - before RAIM, the FAA concern was probably you would arrive to a VOR approach and attempt to fly it with a bad GPS signal, thus the VOR must be operating. Now, there you are wanting to fly the GPS version of the VOR approach, the VOR is OTS and you can't legally do the approach. Seems silly.