Pinecone

NP, it happens.

Read the definition of Serious Damage in the NTSB regs. "Substantial damage means damage or failure which adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small punctured holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips are not considered “substantial damage” for the purpose of this part."

Too many stories about shops losing logs or not returning them to the customer over a dispute. That can't lose what they don't have. And they can't try to blackmail you with the logs without them. Realize that losing the logs can drop the value of your plane by 30 - 40% easily.

USAF required pressure breathing above 25,000 if not pressurized. That was the altitude limit on the T-37 for this reason.

I will have to check with my shop. I don't have a GMA but I think the PS 450B will do the same

I flew yesterday. Choppy turbulence. I was hand flying and got tired of the pedal dance so turned on the YD. AWESOME. Do you NEED it? No. Do you want it? YES.

If it is the American Standard version, I have one and it is great.

A picture might help. Also, if installed by the factory, it should be listed in the IPC.

To be correct, George started as an aeronautical engineer FIRST. He worked for Ted Smith on the Aerostar. He later became a lawyer, then got back into aviation with GAMIjectors.

If there is more than one or two plaintiffs, the lawyers seem to get all the money. There was a case with faulty equipment and firefighters being exposed to hazardous gases and vapors. When it was all done, each one got less than $100,000. Last I heard, the plaintiffs were suing their lawyers.

Hmm, B-52 wing tips rise something like 12 - 16 FEET on take off. And that is an aluminum airplane, many older than our Mooneys. I suspect they have bladders that have been changed a few times though.

NEVER give you actual logbooks to ANYONE until they go with the plane when you sell it. If you did not get a PDF of your logs, then you have some work. Or there are some places that will scan your logs for you, for a cost. I agree somewhat with the others about the first annual at a good MSC possibly being brutal, but not everything they find needs to be fixed immediately. Ask them to divide it into 3 lists with prices. List 1 is airworthiness things, that need to be done to complete the annual. List 2 are things that are a bit less serious, but should be addressed very soon. And List 3 are those things that you can leave until a later service or even the next annual. Obviously List 1 must be done. You can see how much of list 2 you can afford right not, and if not all the list, work with the shop on which ones to do. If you have money left over from List 2, then start on List 3. Realize there some things may have two prices. One for now, during the annual, while things are apart and one for doing it stand alone with having to dissemble things. FYI, @jetdriven says it takes about 34 hours to do the Mooney Annual/100hr inspection list, start to finish. I would expect that on a first annual at a new shop and as a new owner.

???? Both of mine are on the REALLY big screen.

When I bought mine in 2022, I checked with USAA and they gave me a link and number to a group within Falcon that ONLY works with USAA customers. USAA does the same thing with travel insurance. They don't write it, but have a connection to Travel Insured. Travel Insured has different plans and pricing for USAA customers. But you have to access via a link from the USAA site. And if you file a claim, you deal with a group within Travel Insured that only handles USAA customer claims. I had basically good service from the USAA/Falcon group, but SUPERB service from Parker and Airspeed.

A few times. But someone without a YD saying you don't need it is like someone with a 20 year old car saying a new car is not any nicer because the old one still runs.

Do you know the SB numbers off hand?

Heading home after a long weekend, the Number 1 alternator would not picked up the load. My local mechanic checked and found a broken field wire. GREAT, simple and easy to fix. Except that wire is in a position, he had to work like a dentist with a small mirror. With the wire fixed, still not working. Swapped the VRs and still #1 is not working. Also checked with both VRs, the field wire had voltage on it. So, does anyone have any bright ideas? Plan now is to pull the alternator for repair/replace at annual in May. Just no hard IFR until then. Who to send it to for checking out and possibly repairing?

I see your point. But you CAN run LOP at 12.8 GPH, with a high enough power setting. My POH says max recommended cruise power of 75%. And the fuel flow at that power setting the book fuel flow is 12.7 GPH, ROP. I run 10.1 GPH LOP. But if I dropped the power to 55% at that fuel flow, I would no longer be LOP.

25,000 Here is the cite from my POH (252 converted to Encore)

Where does the approved info say which radio is Com 1 and which one is Com 2???????

I was with Falcon through USAA. They were not able to get me a reason quote for my CAP-10. And then @Parker_Woodruff was able to get me $1 million smooth on my Mooney for about the same as before. This year, he got the CAP-10 smooth and a savings on the Mooney. AND free non-owned coverage. WOW.

Subject comes up all the time. Those with the YD tend to love it and say get it. Those without tend to think it is not needed. But think about it, those with t have flown with and without and compared. Those without it have no idea how nice it is.

I have my two GTN CBs collared to quickly ID. One thing I have hear of people doing is wiring the audio panel so that Com 2 is wired as Com 1. The panel defaults to connect the pilot to Com 1 when there is an issue. So you would actually be on Com 2.

A hard room. A larger number than have had issues. People are talking like 75% or more are having issues. Dumping the tanks due to OTHER airplanes having issues is not a data point. I would also question a primer issue on a 70 year old airplane without seeing the logs. It could be the original O-ring. Wing staining on the top is not a major issue. Not desirable, but not in the small ballpark as some of the leaks and major paint damage.

I don't thing he is saying he flies at that setting, just that if you wanted to run 80% power, LOP, that would be 12.8 GPH on a -SB engine.