skykrawler

Those are prob the power and ground for the avionics cooling fan.

Hard to get a bad landing in a Duchess

Service instructions found here: https://mooney.com/contact-2/ Personally I was aware of the stepped nut mod, but not replacing the trim screw on the J. I doubt it is still available - and if so, at some stunning price. An Airworthiness Directive could ground tens if not hundreds of aircraft. I would add that the maintenance manual description for adjusting the chain tension is not particularly good. Loosening the four screws on the gearbox to adjust the tension is virtually impossible without removing the assembly from the airframe - there are things in the way.

If the corrosion in the wheel well is forward part, its main spar. If it's aft, it's the sub-spare that supports the aft gear trunnion (not as bad). It doesn't look like any of that started in the past year. Presumably everything has been carefully inspected now.

Survivability is not discrete, there is a range. In this accident, two survived. The instructor was killed and the student the more injured.

My understanding of the RSA system is the flow divider is the principle means of controlling mixture at idle. The reason is the airflow at the throttle is too low to provide impact pressure to the (4) pitot tubes located at the opening of the servo. The Avstar, design-wise seems to be a clone of the RSA in most respects. From the Avstar document: "In most installations the flow divider is fed with metered fuel from the fuel injection servo - fuel is then supplied to each nozzle. The flow divider ensures that equal amounts of fuel are fed to the nozzles at engine idle. The flow divider maintains fuel pressure, and this guarantees positive fuel shutoff when the servo is switched to idle cutoff. After entering the flow divider, fuel flows through the central bore of the flow divider spool valve to the diaphragm’s lower side. At idle, fuel pressure from the servo, acting on the lower side of the diaphragm, generates a force to overcome the flow divider spring. This lifts the spool permitting fuel to flow through the precisely machined outlet ports in the valve bushing. Fuel then flows directly to the nozzles. The fuel injection servo sends a fixed amount of fuel to the flow divider in response to airflow through the servo; hence, the valve opens only far enough to allow that amount of fuel to the nozzles. At idle, the spool valve opens only very slightly and the discharge pressure from the flow divider is negligible. Therefore, the fuel to individual cylinders at idle is divided by the flow divider. When fuel flow increases in response to engine demand, fuel pressure rises in the nozzle lines, and the flow divider valve is fully open. At this point, fuel distribution to the cylinders becomes a function of the pressure drop in each fuel line."

FWIW ..... Don't think it matters what the GPSS convertor is set to once the STEC30 is set to Hi-Trk. In the case of a missed approach you might consider leaving it set to GPSS. Then to follow the missed approach course disconnect the autopilot and re-engage autopilot in HDG to follow the GPSS steered MA course (somewhere in there the GPS has to be told to provide MA guidance).

Curious phrasing......'attempted forced landing.' If you fail the attempt do you go around?

Usually there is a hint that can be found in a log entry or a 337 describing an installation. Nobody here has a clue about what's in your panel.

The affect can be similar with digital display of voltage (or whatever signal). I have three displays of voltage - and they're all a little different. Probably wouldn't even notice on an analog instrument.

There seems to be some robustness there. It's reporting a fault, telling you what to do, and continuing to perform the primary function of attitude, altitude and airspeed.

"On December 10, 2025, the NTSB added the event on their database as a class 4 investigation and assigned the "defining event" as "fuel starvation." " "An NTSB Class 4 investigation is a focused, often remote, review to determine the cause of an accident, common in general aviation (like agricultural aviation), led by an Investigator-in-Charge (IIC) who gathers facts for a final report, but typically doesn't involve extensive on-site teams or lengthy public hearings like major air carrier crashes"

Check the downloads section - pilot operation handbooks.

https://www.ms-motorservice.com/sg/en/technipedia/sealing-problems-and-piston-ring-damage-665

Mooney Pros, Inc bills their clients $800/day, $500 for ½ day or any portion of based on an 8 hr day for time including travel spent in the client’s benevolence, plus any expenses incurred for this training, including but not limited to travel expenses, meals, motel. These expenses will be submitted to the client for approval prior to instructor reimbursement. Airfare costs will be submitted at time of booking for reimbursement to minimize any instructor out of pocket expense and the client may elect to make any travel, hotel arrangements for their instructor themselves in agreement with the instructor.

The implication is you are below the glideslope intercept altitude and descending at the glideslope intercept point on the approach course. You really want the system to be in approach mode on the inbound course several miles before the FAF. If the glideslope indicator is alive and above, do alt hold or reduce your descent rate. If approach mode is active, as the GS pointer comes down zero deflection the system should transition to GS capture. Many approaches have a level segment before the FAF which is also the GS intercept point. Those that don't require more planning. Here is an example: https://aeronav.faa.gov/d-tpp/2512/00957R2.PDF Descending from NUTTY you probably want the gear down rather than waiting for the PFAF/FAF - because you'll have a speed control problem. The LPV will give you vertical guidance somewhere past NUTTY that will put you on the glidepath before BCOAT. Two choices, hold altitude at NUTTY to intercept GS, or dive and drive to 1700 for intercept at BCOAT.

Recorded statements of pilots that walked away from their crashed airplanes are always believable.

Many of your 'rocker switches' are actually circuit breakers.

It's too bad there isn't an STC option to install the Electro air system with the crankshaft pulse wheel on a D3000 mag installation. I can see keeping one half the D3000 grounded and stowing the extra wires or replacing them with rubber plugs.

I know where my priorities are.

Warm air holds more moisture than cold air. Cell service operated switches are great. An alternative for a night before effort is a inexpensive 24 hour timer like for Christmas lights set for a couple of hours before engine start time.

You need a redundant mechanic.

G5 installations require the retention of the standard altimeter. Mine just failed the IFR cert (case leakage) and I chose to buy an overhauled United for $700 rather than have the Kollsman (probably original) overhauled. The choice included not waiting for the round trip shipping plus overhaul time. https://flyaqi.com/home.htm

My memory tells me the plug is drilled from the bottom to about half way up the 'flats' then drilled from the side of one flat to intersect. Something like 1/32 inch hole.

I saw some stuff like this in an airplane just other day on a lower splice. It didn't appear active and and had previously been 'cleaned up', but the whole thickness of the splice was gone. =(