skykrawler

Maybe not fly if you have no pitot tubes either.

https://support.garmin.com/en-US/?faq=ePEnQIIBNy4bXzGFBc8WZ7

Hmm. Why is it called a tail stand when it's pulling down?

Sounds like you not using your rudder to correct the ball.

Are you receiving traffic at all on the 175? If not, the data line providing the input to the 175 may not be connected. The wording of your post implies it wasn't installed by a 'qualified' installer.

After thinking about it, I would recommend going with the Warrior. Unless the DPE you are using for the check ride is familiar with the Mooney and has done examinations in a Mooney then he might not be in 'sync' with how you are trained for the departure and approach stalls. Also its easier to configure the airplane incorrectly for these maneuvers in a complex airplane as well as when performing the recovery. Avoiding a second check ride is important. My hangar bud has a nicely equippedTurbo-Archer and he's been IFR training in a C172 for pretty much the same reason. Simplicity.

One thing for sure, the Warrior will train you for flying an aircraft with low climb performance and its easier to stay ahead of it.

Rhetorical question. It ain't much.

I think the inspection port covers near the wing root are a structural type. The others held in with pop-rivets less so. The problem is these screws are often over-tightened and then removing them requires excessive amounts for down pressure on the screw to break it loose which deforms the backing plate. This is partly because of the aluminum/steel interface of the screw. My first annual I had to drill out a half dozen of the screws because the heads were wrecked and they were over tight. The advantage of this type of installation is a flush fitting cover - until the've been buggered up. The tabs on the backup ring can be reformed to return the cover to a flush position. I keep spares of these screws and replace the screw at the first sign of head is getting wrecked. Who knows the torque for AN509-8R6 screw?

Within the preceding 24 months........ Don't you still get 24 months? If it was done on the 1st you could get almost 25 months. You can game the dates, but it sometimes be hard to schedule with a shop. I'm usually happy to just get it done. Not much to burn an ulcer about.

As the owner operator you are responsible for the airworthiness of the aircraft. This includes knowing that all ADs, one-time and recurrent, are complied with. For example, the operator knows how many hours the engine is operated and should know the 100hr AD for the fuel injector line inspection is due. Or a prop hub inspection.

Don't sweat it Don, Mr. C is one of those.......sardonic types.

I find this hard to believe. A 'faired' surface generating enough hinge moment to flex tubes enough to bind. If that was the case then deflecting the surface with the wheel would also cause it to bind. Perhaps this was when performing aerobatic maneuvering (higher G force flexing the wing) which may have been a requirement for a military trainer.

Is it true that Lycoming's have intake oil seals? I don't think they do.

I’ll bite….normally aspirated - the sniffle allows excess fuel (flooded engine) to drain when shutdown. When running the ball seats and prevents air intake. For a turbo’d engine I don’t know. Is it possible your mechanical fuel pump is leaking? The hose is in a similar location. Also examine the fuel lines and connections carefully.

What?! No endless debate about unapproved rat socks? Don’t certified dust boots have to be used with certified duct tape?

There are ways to mitigate that. The buyer can't mitigate anything once he strokes the check.

The fact is, buyers are assuming all the risk in the transaction. Many buyers are not experienced aircraft owners and rely on a pre-buy inspection which is often a complete crap shoot. 25 year bladders sounds like a consideration - ask a Beech owner.

The way the parking brake works is you pressurize the brakes with the pedal (master cylinders) then close a valve by pulling the knob. This retains the pressure in the system (the wheel cylinders) until released by pushing the knob in which releases the pressure and allows the fluid to return to the master cylinder. If the knob is out (valve closed) or partially out it will make the brakes seem ineffective. Your initial post sounded exactly like the parking brake had not been released. There have been quite a few aircraft accidents over the decades (jets in particular) attempting to take-off with the parking brake on. https://www.nbcconnecticut.com/news/local/ntsb-releases-preliminary-report-on-fatal-plane-crash-in-farmington/2591922/ Recommend a thorough read of the airplane operating manual.

You mention nothing about the parking brake valve.

Is it not true that EGT is thermocouple (produces voltage) and CHT is thermistor (changes resistance)?

Easy to swap the 2 and 4 CHT probes and see if the problem moves or stays on the cylinder. If you have evidence of an exhaust valve leak it should be verified with a bore scope and resolved. Flying with a leaking exhaust valve is asking for trouble. It can lead to an off field landing and exposure to high percentages for bad results.

These were exclusions that could be added back....for a small fee no doubt.

This is an interesting article that discusses the topic: https://kingairmagazine.com/article/mechanical-breakdown/

LOL.....I fly with guys like that, usually they fly jets that have yaw dampers and forget that rudder pedals are there except when taxiing.