Falcon Man

What is your true airspeed at 15-16,000 ft on those fuel flows?

PM me - flyingfalconpllc@gmail.com - Jeff

Worth pointing out that: any attempt at explaining a position based on a critical thinking and/or scientific basis, is limited by how many data points are available. Statistically, if the data points are less than 40, the power of the data is ZERO. Most of us have purely our personal point of view based on limited personal experience and this is of value, but not scientific truth. Unfortunately, relying on FAA data isn't based on reasonable numbers, so any foregone conclusions are suspect in my humble opinion.

I spoke with my broker for insurance today and he related that my insurer Global Insurance has not cancelled any of his clients due to age. At age 80 they usually ask for an annual exam for 3rd class medical and an annual flight review if VFR and IPC if flying IFR. He also said shopping around after any company has put restrictions is a warning flag from insurers point of view

Seems to be the world we live in now!

I recently turned 71 and wondering at what age I might expect to not being insurable. Does anyone have info on this? Jeff

I refurbished a 1984 M20K interior with: the SpaceSaver kit for side panels, a new carpet and ceiling panels from Airtex, an insulation kit from Lasar, epoxy premiered the tubes, and had a local upholstery shop do the seats. I spent about 80 hours and it turned out great and saved me thousands. I like working on my airplanes with my IA/AP guiding me. Not for everyone.

My A/P/IA has three engines in shops (IRAN's) and they are all past 11 months waiting for parts - worse for Lycoming d/t business consolidation. Its a Zoo out there!

THANKS EVERYONE for the sage advice. Much to think about. My plans are to look for a FIKI equipped Bravo and plan on making a lot of commercial flights! Jeff

Hello fellow Mooniacs - I just started a new business venture in Seattle, WA and am concerned about the frequent icing conditions. My questions are: 1) As I would not fly in known icing conditions, is there much difference between a FIKI equipped Bravo vs. one with inadvertent icing equipment? 2) Is there anyone who has frequent experience flying out of Everett, WA, east out over the Cascades? I live in central Idaho and my weekly round trip would be from KSUN - KPAE. Thanks, Jeff

Have you tried Midfield Aviation in Apple Valley, CA - KAPV/

One thing to consider when flying an airplane in icing conditions, is how much climb power do you have. Non turbocharged airframes have less options to escape the ice: stay at the same altitude, descend or a much reduced ability to climb. IMHO, when flying over mountain terrain I would want the best option to climb.

Funny video a fellow Mooniac sent to me. Jeff Avination Acronyms.mp4

Mooniac15U - Please send me your shipping address and I will let you know the $. Jeff

My bad - didn't know how to remove the ad.

Audio panel sold

Yes audio panel

I have three David-Clark headsets: H10-13X nose cancelling, H10-13.4 and H10-30. All are in great shape. Just pay for shipping and they are yours. Thanks, Jeff

Redbaron1982, I have over 1800 hours in turbocharged 231/252 K models, including 1000 hrs in a converted 231 (1985) and almost all hours are 3-4 hr. flights over the Sierras and Rockies. Unless most of your flights are at these altitudes, just about any other non-turbo Mooney will be more efficient and less expensive to operate. The most sensible transition would be to get a F or J model to do your IFR training in and become a master Mooney pilot. When the time is right for you and you need to fly high on O2, a 231/252 will be a great step up. If you do pursue the 231 conversion please reach out to me so I can share with you the issues you are likely to encounter maintenance wise. Good luck pursuing your dream, Jeff - 208.720.2506

For all owners of a 262 and those considering one: I have a copy of the STC from Mod Works Inc and the Aircraft Flight Manual Supplement which I can share with anyone. Additionally, if you have the TSIO360MB engine in a 12 volt airframe BEWARE of using a lightweight starter. Several have failed in flight and lead to gear shearing and failure of the accessory case, thus leading to a simultaneous vacuum pump and alternator failure. I know this from personal experience. Fortunately my aircraft has dual alternators and an electric vacuum pump backup. After my incident I contacted TCM and Niagra Air Parts and they were aware of the situation. Unfortunately, TCM has not issued a SB about this situation, but the engineer at TCM I talked to was aware of the problem. Go Figure! He told me to use the original type of starter, NOT a lightweight one. Jeff

Jason, I have a 1984 "262" that will be for sale in about 3 months. Engine is @ Continental right now. If interested contact me about the particulars. Thanks, Jeff

Have you considered Savvy Analysis? I used them on my TCM TSIO360MB4B engine in my M20K 231/262 and went 700 hrs past TBO. Their regular evaluation of my JPI engine monitor data, my own borescope and oil analysis was used to make sure the engine was running safe. The only reason I overhauled the engine at that point was because I incurred a towing incident with nose gear collapse and static prop strike. At teardown the engine was in really good shape according to the engine shop. IMHO, Jeff

K Model Mooniacs: The STC number is SA3106SO. You can find it below or on on the FAA STC website. I only have the first page. The Atlanta Aircraft Certification Office might have all the other pages. Jeff SA3106SO.pdf

msh9, Your story is not uncommon. I have owned several Mooneys over many decades and had a number of mechanics mess things up. I live in Idaho and will not use any AP/IA for my Mooney other than Kerry McIntyre at KNR in Evanston, Wyoming. You cannot find any other person in the West who is as knowledgable as Kerry. No one at Cascade has the experience nor knowledge equal to Kerry IMHO. Good luck, Jeff

Hello All, I just looked up the STC for the "262" conversion and found out any M20K S/N 25-0001 to 25-0889 could have a TSIO360MB (any version) engine installed. Also the STC is transferrable per FAR # 14 CFR 21.47. Maybe Coy Jacob's heirs or probate attorney can transfer the STC - just a wild daydream. My engine repair shop is still trying to find parts for the broken starter adaptor. I found out from TCM that a starter adapter from a TSIO360MB4B, MB2B or SB2B version will work on my engine. Jeff