cliffy

For those interested 43-9 was just revised allowing A&Ps to sign off on 8130s for parts and repairs. In the past some shops and IAs would not accept an 8130 with an A&P sign off because the AC only mentioned Repair Stations Now that has changed (attached below) The AC is probably deeper than most any owner wants to read but IF you have a shop not accepting an A&P 8130 you might refer them here The AC really does have (starting on page 3) a real good synopsis of who and what records are required by the owner and A&P. AC_43-9D Maint Records.pdf

Can the font setting be changed to Comic Sans and set as a default setting for all responses by me?

Well that puts it into an entirely different light.

CAN"T FLY IT? How about empty right tank and fly only on the left tank? More stops but safe to do. Make a fun trip out of it with 1 1/2 hr legs. Stop and smell the roses. Visit new airports Houston Tank does a good job but he's 3 months out like most all of them are.

On the SB 20-252 paragraphs 4-8 deal specifically with the rudder balance being "out" of limits The SB itself deals with rudder balance on Gross Weight Increase Google it

It used to be a "secret" that rigging the flaps and ailerons UP 2 degrees (with flight load) was the "speed" setting :-)

The 99s were started by Amelia Earhart after she was turned down for membership by the Quiet Birdmen (QBs) Its a good organization and they paint compass roses on airports all over the country just for costs incurred,

MAYBE the factory can dig into the certification records and come up with an IAS correction factor at the low airspeeds to compute a calibrated airspeed for the stall? I'm sure its model and airspeed dependent. Might be worth a try. AI ain't as good as many think it is especially in technical matters.

Speaker low and pilot phones low go to pin 22 Shielding goes to Ground

Very detailed balancing instructions are shown in section 27-93-01 of the Mooney J maintenance manual available right here on MS in DOWNLOADS (up top on drop down menu for Browse) It is very serial number specific - so check carefully. If its out of spec it is probably too much paint.

It seems that the FAA has put us in a box with only one way out -- CAS If the airplane in question was not certified using CAS then right now the only option according to them is the AC. It probably remains a paper weight for this discussion

Have you calibrated your CHT system to see if it is reporting accurately?

I'm always IN THE DOG HOUSE around here!

You can show good continuity between the probes with only the multimeter power but the connection could be weak when actual higher power is run through it. Also it looks like you are trying to measure something using the outside shielding of the speaker wire. WHY? That only has one function and that is to go to a ground at one end of the shielding only to prevent spurious signals from getting into the radio. It has no function in the operation of the speaker. One wire goes from your radio to the speaker and the second speaker connection goes directly to a ground at the speaker or through a second wire (not the shielding) back to the correct pin on the radio. Not through the shielding.

There was a notation in an AOPA article (2 articles) this month (Nov) that delt with this very issue. It seems there is guidance from the FAA on how to determine CAS from IAS in those airplanes without CAS references. It is AC 90-89C MUST be Originally Certified with a Stall speed clean at max gross weight -- 59 KTS CAS max and meeting the rest of 61.316 A practical test meeting 61.307b is required ------ Along with training and sign off if night flying is needed. Training and endorsements for controllable props and suckum up gear is also required per 61.331 Can't fly on driver's license medical IF one has applied and failed a real 3rd class or Basic Med exam. AND No more than two persons (pilot and passenger) in a 4 place airplane if flying as a Sport Pilot. Hope this helps