GeeBee

I have had bumps on the head protrude more. Don't ask how I got them.

Not any more than the original.

Had the same problem with my Ovation. Frank Crawford advised me to install the new style switch that was used on the latest Mooney's. It fits in the hole. It does require a resistor in the circuit to drop down the voltage other wise the led bulb will burn out. Here is the source for the switch: https://www.mouser.com/ProductDetail/E-Switch/RP8100B2M1CEBLKREDRED?qs=QtyuwXswaQh5M04TKsQThg%3D%3D Here is the resistor: https://www.mouser.com/ProductDetail/KOA-Speer/MOS1CT528R132J?qs=sGAEpiMZZMtlubZbdhIBIAkLiGKeVnd8QhClgcYo4E0%3D Here is my thread on the subject from 5 years ago.

Yes, the Commander Aircraft Corporation does a good job of supporting the fleet. It is also a dang nice airplane and a dream to fly. My only complaint was too much plastic in the interior. The worst of the series was the 112TC and the best was the 114. Pair a 114 with a turbo and it is a very nice machine. I expect Mooney to go the same way, only I think better because of a larger fleet size.

Univair makes a pretty good living making obsolete parts. I hope Lasar can copy their model.

Because of FAA approval just about everything in aviation is a monopoly. The only time it is not is when a PMA player comes into the market. For a lot of things Mooney, there is not going to be a PMA player. So no matter who owns the means of production there will be a monopoly, that is the nature of the regulatory structure aviation operates within.

I think you are accusing people of things not in evidence. While the no-back springs were pricey, you have no idea what Lasar paid for them, what the manufacturer charged etc. In addition there is the fundamental value of money. If I spend 100K to buy a 1 year inventory, I want an ROI of at least 30% which means I have to make up that 100k to account for overhead (building, grounds, shipping, labor, insurance, taxes). IOW after all those expenses are paid, I want free and clear 30K otherwise there is no point in being in business. I don't see the folks at LASAR getting rich, in fact they seem to be making a modest living. As to charging whatever the market will bear, that is capitalism in a nutshell. Sorry to break it to you but this is how business works, not just LASAR but everyone. No one is in business so you can putt-putt around in your airplane. Sure they love airplanes just like you but their first responsibility is to those who put up the capital for the business. This is not a hobby, it is business.

I know of two kits sold. I got the 2500 dollar variety. One sits on my shelf, the other was installed in my friend's Mooney. That said, I recently purchased some Mooney parts through LASAR and found them quite reasonable. If you are worried about parts prices you could always look at our friends with Textron products, in particular Beechcraft and take comfort you own a Mooney.

It is obvious the no back spring from Lasar was a test for the new business model. I am not surprised this happened. It will be better parrts availability albeit at higher prices. It is better to have parts you can source than no parts at all. I wish everyone sucess in this new arrangement.

The Hansa jet had forward swept wings and they had a lot of flutter problems.

Take your Mooney up and stall it. Look back at the stab and see what happens during the stall.

Thanks for that update. Glad you are all safe. Your explanation is helpful. I often get aggravated by all the Amber alerts and weather alerts on my phone as I keep it on mine on my night stand for emergencies. They tell you not to do it for healthy sleep, but clearly in severe weather areas, it is a necessity.

I've seen a bad gear over-ride switch pop the warning C/B

There has been terrible flash floods in Kerrville, TX, home of Mooney. There are at current count about 27 dead, including 9 children at a camp who were tragically swept away out of their bed in the middle of the night. We should all hope and pray our friends at the Mooney factory are safe and if anyone has a good connection reach out and let us know how they are doing. I hear the airport at Kerrville is the center for helicopter rescue. https://www.nbcnews.com/video/drone-video-shows-deadly-flooding-in-kerrville-texas-242745413785

Have you read AD 99-11-07? https://drs.faa.gov/browse/excelExternalWindow/A6B3F7EC2F325C6486256A640057D7EA.0001

My boat is a 1998, to replace it new would cost 300K, so it is on its 3rd set of outdrives and first engines. I replaced all the electronics twice and I wash and wax monthly. Is it worth it, a lot cheaper than a new one. My Mooney is a 2005. It has a G1000. It is worth about 300K. If I had to replace it with new if new was available 1 million +. If I replaced it would annuals be any cheaper? Nope, would routine maintenance be any less? No. I put 23K into a new interior and it looks better than factory. My hangar neighbor has a new Cirrus and it is in the shop about the same amount as mine. He has the same maintenance issues as I do with a 20 year old airplane. If the G1000NXi upgrade came out I would buy it in a New York second. Because even with all that I am in it for waaaaay cheaper than new with the same performance. With that Bravo, you can blow the doors off that Cirrus, why would you not want to upgrade it for 1/10th the cost of new? Avgas is not going away.

Talk to Carlus Gann. If I was looking for field overhaul he is one of the few I would use. His engines are superb. His performance engines are beyond comparison. https://www.gannaviation.com/engine-overhauls

Usually left wing by the aileron bell crank

I know of a recent case where a guy laid down 6 figures with a well known national school to get all his training through ATP. He got to the ATP portion and completed his training but could not get a DPE for the next year to give him his ride. The school refunded him. 5K but the problem is he was one of these 1000 hour wunderkinds and without the schools sponsorship he was unable to get his ride.

I like these. https://www.yardstore.com/cushioned-clamp-installation-pliers

Yes, them to IRAN it not overhaul.

I shipped mine to Lasar

Try Precision Air a MSC over in Manning, SC. Talk to Freddy.

The entire thing is runway vs obstacle dependent. There is value in leaving the airplane on the ground and allowing additional acceleration to come off the ground with "extra mash" for acceleration to climb speeds if you have the runway. If you notice in your data, just to achieve Vx minus 2 at 50' the two blade has to stay on the ground and extra 9 knots to come off with the extra mash needed to accelerate while the three blade smartly accelerates the airplane to Vx at 50'. The problem with the long body Mooney is after about 67 knots on the ground, it gets squirrely so the three bladed prop creates greater ground control in its performance. We see the "improved takeoff" technique often and in particular for under powered transport aircraft or at high altitudes. We used to use "Flaps 1 Improved" takeoff out of Guatemala City for instance. Yes the runway is a little short, but the climb is the limiting factor so we would set our flaps to minimum, accelerate to a very high rotation speed then take it airborne. It takes a lot of intestinal fortitude in those situations because you will see the numbers at the other end before you rotate but the airplane will gather itself very quickly to the required climbing speeds. If you fail to keep it on the ground your climb performance will deeply suffer and you may depart via the Cholorphyll One departure hopefully without the branch transition On a humorous note at old Denver Stapleton we were doing a flaps 1 improved takeoff to the west in a 737-200 with dash 8 engines (read slug) We waited for the needed 6 knots of headwind and rolled. Scheduled rotation was 161 knots! As we rolled down the runway midfield, the midfield windsock turned to a tailwind. My Captain who was flying looked at me and said, "There is no stopping this S-O-B now!" and off we went looking at the numbers underneath us as the wheels left the ground!

First I agree with Brandt. Fly it at least 5 hours locally with airports always in gliding distance before going long distance. Comply with Continental Service Instruction M-0. A nice summary is provided by Air Power here https://www.airpowerinc.com/continental-aerospace-technologies-engine-break-in-instructions?srsltid=AfmBOooRMI88tV42hz--Qr2PM7Vz_Yodr65Yo8dFcCiyRGdibBPN8F4Y