triple8s

Not that I would do it, but what is the rule on owner manufactured parts when it comes to powerplant stuff. Valve train items would be the very last thing I'd ever want to monkey with but legally speaking if a part is not available from the manufacturer is there no way to legally keep an aircraft flyable if the manufacturer stops producing the parts needed??

So...... Don't want to steer a thread into the ditch but why the big Lyc instead of the big TCM ?

Cool pice of Mooney history forsale on barnstormers.

It knows how to stop at take off position because there are two micro switches which are actuated by a flat metal tab which moves with the flap linkage and when the takeoff position is reached it operates those 2 micro switches. If you lay under the airplane with the flaps in takeoff position and push in the takeoff position micro that is not already pushed in the flaps will move so that it tries to activate the switch. Basically you have two switches working against each other. One switch trying to send the actuator toward the other switch. Total of 4 switches 1 is the fully deployed limit, another is the fully retracted limit, then 2 switches for the take off position. On the panel, a three position switch, retracted, full flap, and take off position.

I have an IO 550 with a Tanis heater and JPI 730. Ths tanis has cylinder heaters that occupy the place that the bayonets would normally be for the CHT probes, so it has the Spark plug washer probes on all cylinders. The problem is when the plugs are removed and reinstalled it seems one of the probes gets damaged. The plugs and washers go down into a recess and the socket always gets one of them. Is there not a probe/heater that can be used to negate having to use the washer style probes?

The CFII who helped me through my IFR training is insistent on his IFR students taking unusual attitude recovery and intro to aerobatics. I learned a few things like, almost anyone can get sick, no one has to get sick, and a student doesn't learn much while they are sick. He has a knack for knowing how much is enough and how to help his students get over air sickness. So if I want to learn more about aerobatic flight regimes I guess he would be the guy I'd call. If I want to spend money to get laughed at while I am getting sick I could find some college boys to go drink with but I'm too damn old for that.

I went this route, you will need to get a new antenna, the old 121 MHz won't work at 406 mhz, also the existing one is under the dorsal (fiberglass) as was mine and I was not brave enough to let the avionics guys drill out the rivets and put the new antenna under where the original was so I have the 406 antenna mounted out in the breeze. 600$ for running a few cables is pricey, too bad hangar pixies can't don't know how to install cables.

I have a Dual X170gps/adsb box and I was getting lots of traffic on my 430, IPad mini w/FlyQ as well as on my S5 running Avare, key word is was. Now I get traffic on the 430 ONLY when in the terminal areas, (KATL, KBNA, KCLT etc) I have been seriously considering the Skywatch 497, now considering it even more seriously.

I had to get radio work done a couple of years ago and bit the bullet. I spent the extra and bought the 330ES which I thought would be the end of it. Was really nice, easy to operate has nice features, also I had traffic which was displayed on my IPad and my G430. Well over the last few months I have noticed I don't see traffic much anymore, just occationally. I had been wondering why then I read this: A: Maybe. If ALL of the following are true, you’ll get TIS-B/ADS-R Traffic: - Your ADS-B transmitter has to comply with the most recent version of ADS-B out (currently version 3). Note that the present version of the Garmin 330 is not of the latest standard, so it is our understanding that users of Garmin 330ES with ADS-B Out will NOT receive TIS-B/ADS-R - Your transmitter must also have the appropriate configuration to indicate receive capability on either 1090 MHz, 978 MHz, or both. Then you‘ll receive TIS-B on the indicated receive channel. If your equipment states receive capability on both 978 MHz and 1090 MHz, you’ll receive TIS-B on only 978 MHz. You’ll also receive ADS-R on the indicated receive channel. Clarity receives on both 978 MHz and 1090 MHz. So does this mean we that have the 330ES are going to be extorted by garmin for software updates on transponders too????

Like the ones on Dune ????

As great of a plane as a 201 is as are most any of the Mooney models......with the exception of the customer who has 550,000 to 600,000 $ and wants to buy a metal airplane that cruises 155-160kt who would want to buy a new J when for a smidge more a new Ovation could be bought. An Ovation will burn a touch more fuel while cruising at j speeds but not that much more really. The 4 cyl Lyc may be a bit cheaper to operate but if flown regularly and operated at less than high power settings i would bet the TCM 550 would not be a huge difference in maintenance or fuel. If you want to speed up, its there, if you want to fly 150-160 the 550 will do it sipping fuel and not break a sweat. Now, if a person is a CB and would settle for a used airplane, a good used O can be had for somewhere in the 180-230 range. Want glass? A used glass O is easily found for less than a new J can be built for. So my question is who would buy a 500,000 J Mooney???? Why would anyone want a new J Mooney, a very late model J can be bought and rebuilt with new interior, engine, paint, and Garmin glass for less than a new J would sell for. The market just isnt there if it was Mooney would be making them right now. If I were gonna spend 500,000 on a plane it would be a used Acclaim and the old Ovation I fly is WAY more than I really need, just ask my wife!

The first time this happened to me I was like "wth!" but very quickly realized that the indicator in the floor tells the tale. No switches or anything the indicator tells mechanically what is going on with the gear, I now look there first, when doing the gumps cause the fuel selector is right there next to it. Gas, check the selector, undercarriage, look at the floor indicator which is right by the fuel selector, then mixture,check, prop, full forward......easy peasy.

Buy a used mid-time engine keep my old one, fly, save, rebuild the old one a little at a time paying as I went.

A long body must be "finessed", a sloppy pilot in the pattern who is high and hot, wants to rush things on landing will get a lesson in who the boss really is. Treat her right with proper approach speeds and energy management and the landings are so perfect. Rush things and try to force her, its guaranteed not gonna happen. Reminds me of a relationship....

I was looking on TAP and started wondering what the differences were between an Acclaim and a Type S, according to Plane and Pilot it was a prop difference and some aerodynamic cleaning up. I had a 65 C for several years and it had gobs of mods and i noticed my Ovation doesnt have some that the C had like wing root fairings, flap gap seals, aileron gap seal and etc. I also havent noticed anywhere that any kind of aftermarket mods were availabe for the newer longbody Mooneys. Are there sources for any mods on the long bodies?

I don't see how locking could make any difference unless vibration is causing the rods to work out of the holes. All the lock does is keep the lever down and mine is very hard to open. There was a defective nut behind the yoke that caused the baggage door to come open on an Ovation I know of. I follow a friends advice now, if it isn't latched it is wide open, either latched or full open. If they pop open when latched wouldn't it mean that the rods are out of adjustment?

http://www.aircraftspruce.com/catalog/eppages/kevlarheatshield.php?clickkey=2351393 They sell a special sealant for it too. Replaced it last year and it still looked new at last oil change. Pillows and bag of kitty litter will hold it in place till the adhesive dries, doing one side then the other.

I had some slipping last year and read a horror story about a fellow whos engine and prop got trashed so I ended up buying a rebuilt unit from Niagra and they recommedned an energizer or a prestolite. The main thing according to them was a direct drive unit so the starter would spin back freely when the key was released. Anything over 5 inch/lb would cause the starter adapter to not fully release, thereby gaulding the adapter clutch and causing failure and engine and prop contamination. An aquaintence with a Corvalis had the same problem I began to have and his mechanic said the skytec was ok to use however it is also a planetary drive like the Iskra, I guess the only sure fire way to tell if a starter is ok is if it will turn backwards after the key is released. I would rather gain a few pounds and have durability, thats just my opinion. If anyone wants to read for theirselves its on CSO Beech.

Ok, I dont have a TSIO 360 I run the TCM 550 but both use a starter adapter and mine went out over a year ago but I bought an over haued unit from Niagra and was very happy with the speed of the shipping. They make every effort to get you the parts ASAP and they give special instructions about installations and also about starters that are to be used. I was VERY pleased with them. http://niagaraairparts.com Good luck

I'd go to KMOR they will have an original OEM ring and it wont cost an arm, leg and left €

Yes, I have the iLevil mini G AHRS, and a Dual170/GPS/ADSB, these both feed into a "miniPad" on which I'm running SA FlyQ. I use the split screen feature so I have the SV and low altittude chart geo ref'd or an approach plate geo ref'd. I love it. For me the weak link is the minipad gets hot and takes a break once in a awhile if it is snapped into the mount. I can attach it to my knee board and it doesnt get hot, but the AHRS works good and seems to be very accurate.

I made a set from two inch thick pink foam insulation, I've yet to cover them with naughahyde. I'm sure Bruce makes great ones I bought a cover of theirs once and it was well made.

I find it hard to believe no one on this forum "could" afford one, I'd say that most folks on the forum are too frugal to spend 600+ thousand when they can buy a nearly as good used be for half or less than a new one. I know several fellows who have high net worths and most of those that have aircraft seem to buy late model used. I did say most.

I noticed a few days ago my headliner (96 O) has two or three places where the material is starting to come loose. It stays in a hangar out of the sun and I hate to go on a trip and have it set outside and come all the way loose. Has anyone had success maybe gluing it back up with a hypo needle? Anyone got any ideas???