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adverseyaw last won the day on January 14 2018

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  1. ...back to the original question, looks like SA00243SE is an option. Found this thread that indicates that as of February 2018, Rocket would sell you the STC for $3k.
  2. Here we go, figured it out -- it's two different STCs. Found these copies online. SA5691NM is the original Rocket STC that installs the TSIO-520. It increases takeoff weight to 3017 pounds. SA00243SE is an additional STC by Rocket that appears to increase the gross weight. I've omitted the first page but it requires SE5691NM to already be on the airplane. It's not clear to me if SA00243SE involves changes to the airplane (besides limited nosewheel tires). Does anyone know?
  3. Does your STC paperwork say 3200 or 3017? I have to assume that the STC is what determines the truth, since that's the only that updates the type data. If more weight can be had, it would come in the form of an updated STC.
  4. I've heard the same. That said, I looked at a different Rocket recently, and the original STC papers showed the gross weight was changed from 2900 pounds to 3017 pounds (takeoff only -- landing stayed at 2900). The subsequent W&B performed by mechanics used the 3017 pound weight. Nothing in the paperwork for the plane mentioned 3200. Maybe 3200 applied to Rockets based on later M20Ks? The one I looked at was pretty early in the production run.
  5. That LASAR list is great. They say 6 hours of mechanical inspection, plus 6 hours to open and close the plane. The latter number is probably a worst-case-scenario, as the list doesn't involve pulling the interior nevermind that, it does have the 208B inspection on there. That explains the 6 hours. (For what it's worth, I'm not arguing to do a short pre-buy. It's just that in my experience, the numbers are closer to 6+6 hours described by LASAR, not 20-30. I guess the log review adds time. I've also never had a mechanic do a flight test -- I've bought four planes, all with pre-buys, and no
  6. I'm being inclusive :-) Maybe some early C's can be done in 5-10 hours? I keep dumping new parts into my plane so 20+ is the norm for me. I'm curious to hear what would take 25-30 hours on a pre-buy. The only time-consuming thing I can think of is the 208B inspection on older roll cages, as I think that requires pulling a lot of the interior apart.
  7. Nor is there for an annual. An IA must only use "a checklist" to complete an annual***. A good annual is based on manufacturer's checklist, and if you're planning for good annuals in the future, you should include a lot of that in your pre-buy. A pre-buy is to inform you about the value of the airplane by inspecting its condition. The pre-buy should take into account anything expensive (which includes anything on your next annual), and shouldn't waste time on cheap things like brake pads or rigging. The manufacturer's annual checklist is the natural starting point for both: for an annual,
  8. I think we're speaking the same language, although I could have used more precision in my last post. :-) Unlike a paper airplane, which can be built in a way that truly introduces no asymmetric loads, a single-engine piston airframe is always subject to left-turning effects. The designer building in offset in the motor mount and vertical stabilizer is evidence of this, and that evidence is the beginning of the story, not the end. In the quest for more speed and less load on my yaw damper, I will heed the prevailing advice and will have my rudder rigging checked at annual. :-) But for
  9. This is great info -- thank you in particular @exM20K and @StevenL757 for sharing your experience. My J model is not going to be part of the equation. I'm looking for either a Bravo or an Acclaim (runners-up would be a 252 or Ovation) and will either be buying into a plane with it already installed, or will be adding it after the fact.
  10. Hi all, I'm curious about TKS installations. I've started the ball rolling on stepping up from my J model and would like to know more from folks who have deice installed. A few questions: Is there a meaningful difference between factory-installed TKS and aftermarket TKS? I've looked through the logs of two planes with "Mooney" TKS and found that in both cases, it was installed after the plane was built. This makes me think there's not a big difference. Anyone who has painted a plane with TKS deice -- did you remove the panels for painting? I know about CAV, are there oth
  11. It's not a lot of left rudder, but "not much" adds up over hours of flight time. Static rudder trim is a compromise across your entire IAS vs. torque envelope, which includes climb (low IAS, high torque), cruise (mid IAS, mid torque), and descent (high IAS with varying torque). Most light planes I've been in require left rudder in descent, which is required because some right rudder is dialed in for climb and cruise. So, left rudder does not surprise me. It's possible the rudder is mistrimmed for cruise. I would also not be surprised if there are multiple "cruise" configurations, esp
  12. Mid-body. 1978 J model. My plane needs left rudder at WOT cruise.
  13. P.S. I'm really happy I sprung for the yaw damper. No more cramped feet on long X-Cs!
  14. Love mine so far, it's a great autopilot. It does exactly what I want it to do at all times. The knobs on the head unit perform the same function as the heading/altitude bug knobs on the G5s, and it's way easier to use the much bigger knobs in the center stack. Only two issues really: My 1978 J has the CIIB trim switch, without any room on the yoke for A/P disconnect. My installer insisted that disconnect had to be on the yoke. So, now I have a slightly awkward bracket holding the disconnect switch beside the PTT switch. GPS loss will supposedly discontinue an approach, even a
  15. The fuel servo finger screen has a spring-loaded override that will allow fuel and particulate matter past if it's sufficiently clogged. That's what was happening to mine. (And yes -- great photo!)
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