cliffy

Good lookin' airplane there!

Unfortunately Mooney has no "allowable dents" section in any repair manual that I know of, unlike say, a Boeing. Could be wrong but I don't think so. Therefore no one, not even an IA, can wave a magic wand and legally say it is airworthy. If it was sitting on a ramp and an FAA Inspector walked by you would be in the same boat as the one in the above mentioned thread. The airplane is on the ground and the Feds would be looking at everyone as to why it was signed off. That doesn't even take into account the fact that a primary flight control is damaged and being flown unrepaired. There is more there than meets the eye. Here's what you do if you doubt it Take a few good pictures and make an appointment with your local FSDO Maint Inspector, show him the pictures and ask his opinion.

My first question would be- Why do you want to adjust your flaps? What are you trying to fix by doing it?

Unfortunately it needs to be fixed before you fly again; Required equipment. Check and clean each connection, Look for corrosion at any crimp connectors, Open and close any "knife" connectors, my guess is a bad connection. Test the system in hot water as noted. Your A&P may have some more ideas also. Although chances would be slim, if you were caught flying it they could file at least 4 violations on you flying without required equipment flying with inoperative equipment 91.13 Careless and reckless operation 91.3 Pilots always responsible It's just not worth the risk Lots of new to me airplanes develope a problem or 2 initially. Learn from it, and move on to enjoy your airplane.

Not a bad route I've done it several times similar. All the weather info is good here. With clouds come ice this time of year. Winds out of the west at 10000 are the ones to watch. Anything on the east side (downwind) of a ridge even 5000 above the tops will be rough if the wind is over 20. Don't try crossing a ridge westbound too close to the terrain' You can find downdrafts too strong to climb out of. Good advice on leaving VGT stay south of the hiway and north of the mountains until you get to the airway or Beatty. Don't drift NE of the hiway whatever you do; Creech is a big military drone airport. Other than that and the fact you'll see areas that are desolate of habitation you should have a nice trip. If you haven't been to Vegas before go see Mystyre. Get reduced price tickets on line. Use taxis Uber can't do the Strip or airport. Driving a rental car in LAS is a pain.

There is also the 22K repack every 10 years.2K budget every year just for repack Friends just ordered one for their 10 yr old SR22 Maybe the 22 in SR means 22K for repack :-)

Anyone who flies high NEEDS to go to this! It will be the best experience you will ever have in flight training.!

I was going to suggest Dugosh as I saw them replacing a rear spar cap a year ago on an F model and what a job it was. The wing was removed and on a dolly. The guy doing it seemed to really know what he was doing.

With that much replacement of the leading edge I'd sure investigate the stall characteristics after the repair. The leading edge is the prime motivator of the stall pattern on the wing. You might want to contact Mooney Engineering to get their input on testing the stall after it is finished as any repairs you do will never replicate the original LE profile exactly. The stall will change.

Isn't there some kind of training by computer for the Feds before one goes within 60 miles of the area? I've never done it but may try this next summer.

I did 5+20 once in my C but I could hardly crawl out the door I was so stiff. More power to you if you can do it. Now we do 2+30 or so and stop to walk around. I also carry ziplock freezer bags for the bio thing.

Don't change the cylinder until you do some more investigation. Do you swap the plugs top to bottom when you pull them to clean? Or do you put the same plug in the same hole each time? Have you checked the spark plug lead for problems and high voltage leaks with a lead tester? If Champions have you measured the internal resistor for correct ohms? They are known to fail there. As was mentioned was the plug wet with oil? Or did it have lead fouling? Have you done a compression check yet? I would certainly eliminate all of the above way before I pulled the cylinder. My guess is you'll find the problem in the plug or lead being as it happens to the same plug all the time.

Dual mag loose? Probably due to not replacing lock washers and improper torque on hold down nuts. I flew duals on a twin for thousands of hours and never had a problem with them when we did the work correctly.

One of the (if not the ) most feared problems of WWI fighter pilots was burning up in the airplane. They didn't have parachutes then. Of course they were getting shot at and bullets went into the gas tanks. Our problem will most likely be electrical fires and even though the electrical power is shut down the insulation will continue to burn. An electrical fire almost brought down a test flight of the 787 years ago. A fire in an enclosed area doubles in size every minute. 1 min double, 2 mins 4Xs, 3 mins 8Xs, 4 mins 16Xs. How fast can you get on the ground? Do you have a fire extinguisher handy? (The picture Yetti posted of the crash axe was what we had in every Boeing cockpit YET I couldn't carry a 2" pocket knife through TSA. What a joke. )

For use as a backup AI in place of a T&B instrument the Feds decided that in today's world indication of a standard rate turn was not important enough placed against the loss of vacuum and one vacuum AI. Secondly, as a backup AI it needs to have an ON/OFF flag internal. Below are cuts from AC 91-75 dealing with the subject: d. An FAA-approved attitude indicator with a failure warning flag that monitors power supply is acceptable under this AC. This attitude indicator must have an independent power source from the primary attitude indicator. This provides an equivalent level of safety to existing rate-of-turn gyro arrangements. However, in today’s air traffic control system, there is little need for precisely measured standard rate turns or timed turns based on standard rate. Maintaining a given bank angle on the attitude indicator for a given speed will result in a standard rate turn. Pilots using this AC to substitute an attitude indicator for their rate-of-turn indicator are encouraged to know the bank angle needed for a standard rate turn. NOTE: The FAA preamble language for the 1970 amendment to section 91.33, re-codified to section 91.205, states: “[T]he FAA believes, and all other commenters apparently agree … the rate-of-turn indicator is no longer as useful as an instrument which gives both horizontal and vertical attitude information.”

One item to consider might be what traffic was ahead of you and what kind of traffic was taxiing near the LOC shed. Especially on CAT III ILS approaches (granted its called a "Capture ILS System and not just a regular CAT I) there is usually an ILS Hold line painted on the taxiway well before the end of the adjacent ILS runway, is there one associated with the ILS you were flying? Was there traffic waiting to depart at the end of the runway? Just some other causes of a moving ILS needle that the airplane may try to follow. Does it wallow on all ILS approaches?

Just a couple of observations: There are other CXX titles than just CEO in most companies. To pin that title on conjecture is stretching it. The Mooney world and Kerrville are both very small worlds. The restaurant business in Kerrville is even more so. Could be they felt safe in the restaurant and then felt exposed, they're doing or not, as I have no information who said what. I could also find issues with contacts as described by any CXX of any company. Having met the top of the Mooney pyramid (whom I hold in high regard), I am dismayed at this turn of events. Having in decades past worked where "Dark Programs" were numerous, we had stiff legal issues if we discussed same anywhere but in secure areas. In the civilian world of aviation none such exist so mistakes can be made. I also think of the competitive nature of the civil aviation world and I can only begin to envision the pressure placed on those at the top of each company whereby even one decision can mean the complete make or break of the company (much like Boeing betting everything on the outcome of the 747. If it failed we wouldn't have Boeing today). Could be that a softer approach containing an initial apology about a "misunderstanding" brought through a phone call to the Secretary of the individual involved might get a similar response in return and lead to an amicable settling of the issue. Most people in responsible positions are ultimately reasonable to deal with (even if they have had a bad day). In the end, such a settling of the issue may bring about their feeling, once again, to feel safe a secure in their choice of restaurant. Regardless, I'll probably be going through Kerrville in January and I'll stop and eat at the restaurant.

Hey come on- I did 0 to 12,000' in 2 mins 56 secs in 757 once :-)

Heretic ! "-)

I would have said, "what smell?" :-) I got behind a semi once coming down I15 from SLC and it was a hog truck and STINK? OH Lordy! I called him on the CB (yes way back then) and asked how he could stand the smell and he too said. "son, that's dollar bills back there:.

Ya looks good! Does that 3330 stuff smell like dog poop like PRC does :-) Used to love sealing Boeing tanks from inside the wing smelling dog poop all day

Now that is an ingenious tool.

Don't like their Grnd control. I realize they have a problem with all the foreign students but they get real snippy about their procedures I have been used to big airports all my working life and DVT operates different than any of those. (JFK, DFW, ORD, LAX etc) and the controllers are shall we say at best "snippy". at least the times I have been there

Looking for a Brittain Alt Hold system or even a complete B5 autopilot system. Willing to pay fair price for a complete system.

1395- Now that is a good option. +1 for the STEC (-2 for the price:-)