Slick Nick

The parts catalogs for most models are available in the downloads section of MooneySpace.

Why isn't the A&P diagnosing this for you? You paid him to install the gauge, it was done improperly. He should be making it right.

Should be no issue, the J step is a more streamlined design if you can find one, talk to your mechanic and see if they're happy installing that modification.

The weather briefings I find for the most part, they just present the information that you can obtain yourself, with no real context. In my experience, they just read off what the prog charts are saying. The guys at Leidos actually seem to have an understanding of the weather systems on a much more involved scale, they can give you information that's not available on the charts, especially if you're unfamiliar with the local climate, they can provide you with some valuable insight to assist in your decision making. As for the service, where to begin? Constant IFR flow delays into Vancouver on sunny, clear VFR days. Calgary is starting to see that now too. Temporary tower closures in Kelowna and Winnipeg due to staffing shortages. Flying around capped at 29,000' because there's nobody to staff the IFR high sector in CZEG or CZVR. Landing in YVR with ground, clearance delivery, and tower all on a bridged frequency because there are only two controllers working the entire airport. Decomissioning damn near every ground based navaid in the country in favor of "mandatory" RNAV routing. (FYI: they can not deny service if you are unable RNAV, although they will try.) Decomissioning ground based radar to save money, shifting the cost burden to the users by "mandating" 1090 ADS-B. Year after year, the service gets worse, and the fees never change. The infrastructure is lacking, the staffing issues have no solution in sight. Flying in the USA is a breath of fresh air compared to Canada in terms of quality of service. I spend 600-700 hours a year flying in NavCan’s airspace, and most of it is an exercise in frustration. To be clear, I take no issue with the controllers, briefers, and staff themselves. They are professionals, and doing the best they can within the confines of the organization and policies they work under. The issue I take is with NavCan as a whole. It's a private company with a monopoly on the market, hence zero accountability. There's no incentive to improve.

It's not just electrical failure. There have been countless of incidents of the 650's locking up in flight. Leaving you with an unresponsive unit, unable to interact with it to so much as change a frequency. How will you "exit" IMC if you can't shoot an approach? The second radio is absolutely worth it, especially to someone like yourself who has limited IFR experience. It could save your life. Have the second radio hooked up to your standby loc/gs indicator there, so you're not stuck when the G5 konks out. The more redundancy you have the better.

NavCan sucks. They're useless.

I got some replacements from LASAR.

It’s likely an issue with the gauge.

You don’t need it on the ground during the daytime. Your previous post said you never turned it off, ever, so I assumed that meant during the day as well. If it’s night and you need it to see, absolutely. But during the day, using some discretion is good airmanship.

It's bad airmanship to taxi around with it on if you're pointed in someone else's direction.

I just use a dollar store Tupperware container on the hat rack. If I’m going up where I need oxygen, the bottle is strapped down and ready with a cannula in the back seat. Otherwise it lives in the cargo compartment.

A little bit of anti sieze on stainless fasteners seems to help immensely.

That’s exactly what I’m getting at. The numbers don’t add up.

Looks like that isn’t even at full throttle? Something doesn’t add up.

Q: "How can I fix this?" A: Install new nut plates. Not sure how that didn't answer your question? Most nut plates are squished at the end so they will retain the fastener. Tapping it out removes that, which is why it's best to replace them. Not sure if the cowl ones are like that, but replacing it would be the easiest and most professional solution.

Just drill out the rivets and put some new nut plates in.

I'd still prefer to have it done myself. The first 3 hours on a new engine are the most important in determining the engine's health moving forward. If I was the one putting those hours on, I'd feel much better about everything from then on out.

I did mine by myself. The headliner needs to drop down in one piece. Once the tubes and wiring are disconnected, you can remove the three screws holding the two halves together and remove the headliner in two pieces. That’s the only way to get it through the door. You can see in one of my photos where I reinforced the nuts for those three screws with cement.

The Wemacs are riveted into the ducts, then permanently attached to the headliner. I removed them because I had two where the clips came out and they were just loose in there. Of course, they all got a good cleaning while apart. It was such a pain in the ass I never want to have to do that again. Cut the housings open, drilled out the rivets, and the wemacs come free. Clean them, re-rivet them in, then glue the housings back to the headliner. I used ABS or PVC cement I can’t remember which, the yellow stuff. Works like a hot damn and the bond is as good as new.

That’s all well and good, perhaps my question wasn’t clear. Why did you choose the Hartzell over the C214 from McCauley? The 214 would have been an upgrade from your 212.

If you were really looking for a new prop, is there a reason you went with the Hartzell over a C214?

If I was a potential buyer, I’d rather buy an aircraft that needed an overhaul as opposed to one that just had an overhaul. Assuming it’s priced accordingly of course. As a buyer, I’d look at that as an opportunity to do whichever upgrades I wanted, in addition to knowing exactly how every single hour post overhaul was flown behind the engine, instead of having to worry about how someone may have broken it in too easily, etc.

You should listen to Mike Busch's podcast on YouTube on a proper prebuy. He outlines exactly how it should differ from an annual inspection, and what he recommends looking for.

Any money you end up spending on a prebuy now will be worth it in the end.

I just did this same thing two weeks ago with my McCauley C214. Just strap it to a pallet and pick it up with your truck. It will fit into an SUV if you fold the seats down and don’t have a truck. Shipping a propeller properly is insanely expensive transborder. Cheapest I found was about $1200. One way.