cliffy

IF the numbers the OP wants are not readily available one can always look at a Koch Chart and estimate what the runway length and climb rate might be to a high degree of accuracy (working from sea level numbers) (Google it) As one who was required to fly the length of T&T runway (west of MIA) at less than 10 feet! (gear and flaps 30) when I checked out in the 727- Yes it can be done even at less than 10 feet but to what avail is it REALLY NECESSARY for the average pilot? As for me - after more than 60 years in this flying business I find my NEED to push the limits just ain't there anymore. Trust when I say if you haven't been to the edge you REALLY don't want to go there. It ain't fun by any means! Machismo has no place in flying- period! End of sermon. A truism- ALL accidents are investigated the next day when the weather is usually ALWAYS better!

The garmin 175 works fine unless you need the comm side also.

You will like the Skyview HDX I integrated the Dynon comm and transponder/ADSB into mine and like the total interplay among them

They still have to turn in all the paperwork and wait for FAA approval process to commence

There is one BIG rule with dual mags- Pay Attention! NEVER AND I MEAN NEVER loosen a mag hold down nut with a star washer underneath without replacing the star washer for a new one!! Dual mags (and others) have fallen off because of this very problem. Anytime a hold down nut has been tightened and then loosened for any reason- THE STAR WASHER MUST BE REPLACED WITH A BRAND NEW ONE.PERIOD!!! End of sermon.

Many months ago I asked for a letter of no technical objection from Mooney about using the spring actuator rods on the J bar landing gear and was told they would talk it over. Nothing has come of it yet. If they could be used (which I feel is a real possibility) then much of the monkey motion of rigging the J bar gear would be eliminated. I can see no reason why it wouldn't work. Yu get the proper over center torque either way. Anyone who "adjusts" the gear on a Mooney without reference to the correct tools is playing with fire. And, you can't just drop in on the complete rigging directions in any place you want. You have to start at the beginning a follow the entire procedure through.

A Master Solenoid is not a Standard Part by definition as there is no industry wide design spec for manufacture that meets SAE, MS, AN or other nationally recognized design. that anyone can match to make the part (think AN bolts as they are Standard Parts that meet an AN Standard for quality). There is a reason why you can't find a log book entry for installation. Think about it. A diligent search will turn up the certified part I had to go through the same path a couple years ago. A PMA one can be found. Before you do the parts cannon approach though do check the wiring and switches for continuity, connection security and operation by using, a volt meter to find voltage drops. Many times its nothing more than a loose connection on the Master Switch but it can also be a failure like I had.

The restrictions are prop specific You have to find the STC and read its restrictions for YOUR airplane and have the correct markings and placards installed. You should have a panel placard with the restrictions on it. The original handbook numbers are wrong for your 3 blade.

On my D/C model at home port (3,000 MSL and 80 degrees) I can stop easily in 1200 feet and get off in the same amount of distance One only has to watch many Mooneys landing here to see most of them cross the end at 100' and 90 MPH and then whooptie doo for 2000' thrying to get slowed down. Happens every day here. After just going into ST Barts airport in the Twin Otter and actually seeing it in real time I could make it easily in the Mooney. https://www.google.com/search?q=landing+in+st+barts&rlz=1C1CHBD_enUS1033US1033&oq=landings+in+st+&gs_lcrp=EgZjaHJvbWUqCAgEEAAYFhgeMgoIABAAGOMCGIAEMhMIARAuGK8BGMcBGIAEGJgFGJkFMgYIAhBFGDkyCggDEAAYDxgWGB4yCAgEEAAYFhgeMgoIBRAAGAoYFhgeMggIBhAAGBYYHjIICAcQABgWGB4yCAgIEAAYFhgeMggICRAAGBYYHtIBCjExNTc2ajBqMTWoAgiwAgE&sourceid=chrome&ie=UTF-8#fpstate=ive&vld=cid:9ef4d135,vid:FDAfuLo78mc,st:0

You're kind of like family here so keep checking in We ae always glad to hear from you no matter the subject. Tell us about camping in S France We colonists have never heard of it What kind of camping- tent, caravan, walkin backpacking? Most of us are of an age where sleeping on the ground doesn't work out too well now :-)

You don't see low aspect ratios and rivets on the top if high performance gliders either do you? :-) ;-) The knowledge is there (has been for almost 100 years) of what makes a clean wing and why It all boils down to the trade offs of design. Gain something here and lose something there. And then the industry matures in materials and process and the market moves on to better things

And then you have the Cirrus plastic wing A pure case of a better mouse trap

People were smaller back when Mooneys started down the line ! Heck Bill Wheat MIGHT have been 150# dripping wet.

Everyone is waiting on you! :-) :-) Inquiring minds want to know

A DER is NOT REQUIRED for OPP but a foundation of the OPP (here we go again) is to use "approved" design information so the part is the equivalent of the original. Getting past this requirement is the crux of the problem. You can reverse engineer or even new engineer but some sort of "approved design info" is needed. You just can't say (40:1 gears) that they look like brass and make them out of any ol' brass. What type of brass were they made from? How can you prove that? Just as an example. The part has to be the equivalent of the original one. Use a DER and all things become easier in the areas that really need good work - like landing gears that actually go up and down. Herein is where the "Approval" of a DER comes in to make things easier.

If the real desire is there - there are ways to make any part on the airplane One route is to use a DER to design and approve the part for OPP by reverse engineering (or even original engineering). That covers the "approved " paperwork trail requirement for OPP (just one way of doing it) but it can be done IF THE REAL DESIRE IS THERE! 40:1 gears COULD be done if one wanted to do it enough ($$$$$). No Back up Springs COULD be done if one wanted to do it enough In the end its only money that is stopping any part from being made.

Let's not forget that the impetuous for the M10 was a perceived Chinese market IIRC

Many years ago at a flyin presentation just before the 2 door model came out I was told by them that they had the ability a to design a fixed gear that would only cut 2 MPH off of the top speed. The amount of effort and money needed to bring out the 2 door model caught them by surprise (FAA) and probably doomed the company. Bonus question= How many 2 door airplanes rolled out of the factory?

I'm basically referring to a mass market product like the industry produced 40 to 50 years ago. Rivets and sheet metal were all the industry had back then That's all the market knew or understood. The market is now fragmented into niche areas (Sport aircraft, experimental niches like RVs, STOL, Ultralights, plastics, etc) The market that used to be available to manufacturers (Cessna, Piper) is now so small that we will never see a return to what was. The current metal offerings are for very small markets themselves as we try to resurrect a mass market product from 4 decades ago- our beloved Mooney. The numbers of buyers and the financials just aren't there anymore to support the effort. As much as we'd like to see it - it ain't gonna happen. The main market we had for rivets a sheet metal has moved on to other forms.

ALL A&Ps also learned how to disassemble, repair and reassemble carbs in school but today almost none of them even think of working on one. Years ago when the two piece venturi was AD'd out of existence many were changed by A&Ps in the field to the one piece venturi but not today. And it doesn't matter what field we are talking about- cars, boats or planes. Most mechanics today only do the parts cannon approach and not real trouble shooting and repair.

Its called 'Liability Insurance" cost

The Bonanza actually started with a 125 HP Lyc O-290 (1st airframe test unit) Then it went to the Cont E-185 with 165 HP and then to the E-185 with 185 HP From there many variants were added O-470. Io470, Io-520 nd the IO-550. In the original 165 HP model the performance was similar to our C model airplanes.

Time marches on- You can't go home again. We don't fly biplanes anymore like we did in the 1920s Anymore than a sheet metal, hand built airplane out of the 1950s is viable as a marketable product today compared to the industry leader Cirrus with a plastic airframe (regardless of performance). The technology moves on as does the market. We can have our heads buried in the sand from nostalgia of things that were BUT that won't change the market place demand. Take a hard look at who and why they are buying new plastic airplanes. Ponding rivets into sheet metal has no future as a wide marketable product That's just the hard reality of a marketplace (and populace) moving on in technology.

Where do you want to visit in Los Angeles? What venues? BECAUSE no matter where you want to drive in LA you will spend hours on the roads and freeways. You need to plan accordingly. Are you planning on staying in one hotel and venturing out from there for the entire trip? Same as above. What is your flying experience level? Newly minted PP or are you IFR capable? As mentioned the marine layer weather on the south side of the Hollywood Hills can keep you on the ground if you are not IFR rated. I was based at KSMO for years. Give us more information on what your trip will be so we can advise better. It can take literally an hour and a half to drive from KVNY to KSMO at times during the day.

Don't change a thing until you go through your first annual and find any "surprises" to fix, then start the mod process. Too many first time buyers have had issues and BIG surprises on their first annual that threw out any budget they had in mind.