Schllc

Short body Exterior Height: 8 ft 3 in Wing Span: 35 ft Length: 23 ft 2 in Mid body Exterior Height: 8 ft 4 in Wing Span: 36 ft 5 in Length: 24 ft 8 in Long body Exterior Height: 8 ft 4 in Wing Span: 36 ft 5 in Length: 26 ft 9 in courtesy of the completely infallible and never mistaken internet. (global air.com)

Why is it an hour of delays and diversions?

I have read my POH cover to cover no less than 12 times. I actually read a lot, and I’m pretty sure I understand my aircraft about as well as anyone can, but I still don’t know everything and I am ok with that… My POH says cooldown is 5min at 900rpm and taxi can be included. Is it necessary to suggest no one else reads the instructions or understands their aircraft? Condescension is a very ineffective means of persuasion.

I can only speak for myself, but I was not arguing the need to cool down the turbo. What I was saying that from landing phase, to taxi is usually at least 15 min and when I have stopped to cool down, the tit usually only rises at a certain point. Leaning can reduce this, but even at that point it’s a diminishing return. What I was saying is that after that period of default cool down, I don’t see the value of running the engine for any additional time when it only seeks to elevate or keep the temp static.

To remind everyone, you have to actually make your purchased through the smile.Amazon website, just picking the charity and using the regular app won’t make the contributions.

I didn’t notice the cars either…. That doesn’t look survivable…. I’m going to tell myself these things are like winning the power all or getting stuck by lightening.

I second both of these, I usually try to shut off as soon as possible after my taxi to the hangar. Sitting there idling never seemed to lower the temp significantly. It makes sense that landing phase is the coolest because of low power, rich mixture and high airflow.

I could understand the charge the first time they are scanned and digitized, but after that, all it is is a download. if you are ordering paper copies perhaps, but even then that’s pretty high.

You’re on the wrong forum! go here Www.beechtalk.com You’ll get lots of support there!!! But seriously, you have your mission defined, budget is the next consideration This has been a popular question lately. I would buy the newest, nicest Mooney you can afford, they are all great planes.

I think this is more hangar talk now than reality. There was a coking issue with the very first two years of acclaims that caused backpressure issues, that has long since been resolved and mid time top it is certainly not a rule. I would also submit that is completely a function of how the plane/engine is flown/treated. I have flown with people who have zero indication that they understand even the basic concept of an internal combustion engine, much less a turbo charged aircraft engine.

You’re going to get a lot of answers to that question, because it’s a little open ended. If I was buying the airplane, assuming it is flown regularly and the compression check is done properly, I would want to see nothing below the mid 60’s. That doesn’t mean something in the 50’s is unacceptable. But it would also be important to look at the logbooks to see if anything lower was a trend or an anomaly. I believed continentals “limit” for when it isn’t airworthy is the high 30’s. I actually saw this on a prebuy one time. Compression check revealed high 30’s on one cylinder They borescoped it, everything looked good so the guy took it up, ran it hard for 15 minutes, and it was making full power. He landed, rechecked and it was in the low 60’s. He has been flying the plane regularly for the last few years without changing a cylinder I personally believe some(not all) of these cylinder issues are overly cautious owners and A&P’s

I think for me it was just the shock of seeing how much traffic was actually out there, that I never really saw before. There is probably at a minimum of 30% of airspace( if not more) that you cannot see, no matter how close they are, nor how hard you look. good example was that Malibu and 172( maybe a 150) that ran in to each other on approach. High wing under a low wing… The OP was asking for recommendations, there are very good reasons to have Adsb in and out, it’s easier to see on your primary navigation device than an iPad or iPhone, seeing traffic and being seen by traffic is inarguably safer. The tail beacon obviously does what it advertises for most buyers, it just doesn’t do much. It doesn’t upset me that some don’t agree with my recommendation. I also don’t love the fact that Garmin is somewhat monopolizing the industry, but their stuff works, and the support is good. I doubt seriously garmin stopping support for products that are 30 years old is a nefarious plot to force people to upgrade, they are a business and probably like to make money, and at some point most electronic devices are too old for reasonable support. That being said, I’m sure the market will be ripe with working replacements as other people upgrade for most of us posting here’s natural lives.

More often than not, the cost of litigation ends up the biggest expense. Giant paydays for things like this are not as frequent as one would think. Even an ironclad agreement will never prevent that. I’m not suggesting a waiver is a bad idea, or that it wouldn’t protect you from paying out an award. But it most certainly will offer no protection from litigation and the costs associated. The only guaranteed winner in any legal incursion is an attorney.

Traffic & weather.

I didn’t purchase one, and I wouldn’t. A plane I fly regularly has one and it’s been a problem. It works intermittently without explanation, the app says it’s working fine but it isn’t. Is it cheaper? Yes. Does it work for most people? Apparently. Would I recommend it? No. I do not like flying without traffic, an additional 4 or 5k is a rounding error in ownership costs, especially for the benefits it provides. I’m glad the uavionics products work for those here who bought them, my experience is not good. To each their own.

I would not recommend the tail beacon. The only experience I have had with them has been bad. It’s a budget solution that backfired. Get something that has in, and out. It’s just a better solution.

Humility is the most important part/component of learning. I have not mastered anything, but I try every day.

This was the biggest concern I had when I did the Cirrus school. it consists of four or five flights and what equates to an IPC. You have an after action review with the instructor after each flight. After every flight his only comments were that I should engage the AP sooner on takeoff and later on approaches. When we did the approaches under the hood, I kept disconnecting the autopilot, and hand flying because I wasn’t familiar with the format of the g1000 in the cirrus. When we would land he kept fussing at me for turning off the autopilot. I told him that it was the only way I could prevent over saturation due to the unfamiliarity with the platform. He said that was wrong and I need leave the AP engaged longer and engage it sooner on takeoff. I didn’t bother arguing with him, even though I could not think less of that theory. I think every pilots backup should be stick and rudder skills, but what do I know …

If all that’s involved is the placards, you can likely them placards on eBay, I found a fuel selector ring on there a few years ago for something like $30

There is no such thing as “enough Mooney”. I have also owned two ovations. Nothing wrong with any of them. I just saw something I wanted more. Two of them were ultra’s. I liked the NXI, and the panel layout is awesome, but the two door feature is grossly over rated. The larger door is very nice, but two is just more places for air to leak. The best, and most missed feature of the NXI was the flight stream for flight plan input. The AC is nice, but after all my experience, not worth the hassle, weight and speed penalty, or loss of the hat rack. The fiki ones have been my favorite. High useful, even higher if you don’t have a need for tks fluid. Little speed penalty but worth the trade off. I was fortunate enough to have the opportunity to get in and out of them without losing any money, a few of them I made a little money. My understanding of my mission grew, then the mission changed. I landed on one with fiki. I don’t really want to be without this feature again. The Aerostar is almost ready though so the current one is for sale. But I do not seem to be happy without a Mooney so there will probably be another one if I don’t keep this one….

I second the “interesting” comment. I am not familiar with the specific vents, and stc’s regarding turn differences from 41 gallon, 44gsllon and 52 gallon tanks… But every long body I have had, has taken more fuel than the poh said it could hold. even the two with monroy tanks. It’s hard to say exactly how much more without draining the tanks, but there is no doubt they took more.

If it were me, I’d go to a local machine shop, or even hobbyist with a metal lathe and make them. It will be cheaper and much quicker.

Well, I’ve owned several, and I don’t believe any of them actually burned that much, but I only owned one that got close to 1500 hours. What I did discover, and Continental in foley confirmed, is there is a check valve on the acclaims somewhere between the turbos/oil cooler that is prone to sticking at shutdown which prevents all the oil from draining to the sump area. This can give erroneous readings of actual oil level. One of my acclaims was particularly bad, I suspected something but since a lot of my flights were several hours I didn’t really want to risk running out of oil so I kept adding. I was also cleaning a lot of oil off the belly. Then one day I changed the oil, cleaned the belly, and added 8 qts, ran up and took a 20 min flight. Didn’t bother checking the oil until a few days later. Dipstick said 4 qts. As you can imagine I was very skeptical so I took another flight, just a loop around the pattern. Landed, waited an hour and checked the oil, 7+ qts…. Ran it up, taxied around till it got over 250deg, shut down and came back the next day, 5qts. It was at this point I called Continental and they explained to me it was a Mooney application problem with the check valve. It was the worst on this particular acclaim, of the 6 I’ve owned they have all periodically exhibited the problem to differing degrees. I would say you do a control experiment to see if you are actually burning the oil, or pumping it out in flight.

I purchased this headset a few months ago to see if I liked it better than my Clarity aloft. The UFQ are active noise canceling and the sound quality is very good but they do not fit my ears. I have a problem with my ear canals and have great difficulty finding anything that fits. I can’t wear any traditional ear buds or headphones. It comes with all the sizes of buds, and documents I waited too long to try and return them. They sold for $329.00 plush shipping. This was the model without Bluetooth. Make an offer. Please direct message me, and I’ll send a phone number, don’t reply in the forum. https://www.ufqaviation.com/products/anr-l2-hi-lite-in-ear-aviation-headset-compare-to-xxxx-proxxxxxt-pilot-headset