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  1. I agree on the taxi speed but he may be getting it on the roll out after landing. This has happened to me a few times. It occurs very rarely but not fun when it does.
  2. Unfortunately there are certain parts that would be hard to come by even if Mooney was rolling new planes off the assembly line each month. There are many suppliers who have gone out of business (not necessarily because of Mooney, but changing technology) so these parts are extremely tough to get. Or if they don’t go out of business, they are bought and then you’re trying to convince the parent company to produce a limited quantity of a very old part. I’m not saying this is the case for everything, just acknowledging the challenging reality.
  3. Yes, but that’s not technical support. Frank (and others at Mooney) respond to many messages each day sent to the email address listed above (which is listed on Mooney website).
  4. you emailed technicalsupport@mooney.com? Frank Crawford has been amazing lately at helping people. It shouldn't have bounced.
  5. It’s with extremely mixed feelings that I put my Bravo on the market. Unfortunately, some other personal reasons are leading to the sale but it definitely won’t be my last Mooney! I’ve spent the last 3 years upgrading it significantly as well as meticulously maintaining the aircraft. Rather than put everything here, see below for the trade a plane listing: https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20M+BRAVO&listing_id=2394200&s-type=aircraft
  6. It may have gone up over the last few years, but adjusted for CPI your rate 22 years ago was $4300 in today's dollars. However, there's no denying that the rate has sharply increased over the last few years. Your graph is very interesting since it shows these periods of increases were somewhat cyclical. Maybe this current increase cycle is different though given the aging fleet and median pilot age?
  7. Assuming this isn't inflation adjusted? If so, looks like your insurance costs have steadily come down over 22 years!
  8. Sorry to be repetitive but there is no reason to practice an emergency gear extension in the air. Despite the name "emergency", this is not a true emergency and being proficient at it is not nearly worth the wear and tear on the system. The name "backup gear extension" would be a better fit. If you find that your gear isn't extending you'll have plenty of time to troubleshoot and carefully follow the instructions in your checklist. If your fuel state or other external factors are causing you to rush this process, the "emergency" is being caused by another factor.
  9. There is a permanent TFR over Bush's house in Dallas. Of course, it's only up to 1,500 feet and doesn't matter much because it's already in the inner ring of the Bravo...
  10. One thing to consider - while you may not have a problem with the damage, you can't say the same about the person you may eventually sell it to. We're in a hot airplane market at the moment, if it cools trying to sell a damaged aircraft will be just a little bit harder. Think about that when you make your offer.
  11. I highly recommend the Precise flight boom cannula either with the X3 or just an A5 regulator. With the A5 you use a ton of oxygen but unlike the mustache, you can tighten the boom on your headset to ensure the cannula tips always have good contact with your nose. I would feel bad after long flights with the oxymizer and I think it’s because I wasn’t getting good O2 at times.
  12. Of course, one of the first things they do in this kind of incident.
  13. After having watched the video I can only imagine his "brilliant" comment must have been sarcastic. Juan seems like a nice enough guy, but he essentially summarizes what anyone could have read on Kathryn's report. The truth is that we have no idea what caused this crash (which may have been wing spar failure in flight), so any analysis (even brilliant ones) are just speculation after regurgitating the facts that the general public knows already.
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