cliffy

All that work and effort and what do you gain? Maybe 15 mph? 9% in speed 9.6 hrs less at 100 hrs/yr 50% recovery of investment if you sell not a quantum leap in speed

How does your wet compass like those big magnets?

Did the K&N and removed it. it lost all its "fuzz" on the wire screen and you could see right through it Went back to Bracket There is a full paper filter available (Donaldson I think) that I may go to as out here in the wild west we have lots of blowing dust that kills the oily Bracket filter

Is the Grim Reaper in KY? :-)

DITTO PLEASE

No just pirate it in and slide it past your IA at annual (take it out so he "doesn't see it) If he can't see it it never happened. Not saying to do it just mentioning what the FAA is driving folks to do with their stupid procedures.

Heard that 3 years ago along with "90 days and it'll be approved" from them at OSH. Still 1238+ days on this thread! We have fought and won wars in less time. We designed and delivered the SR-71 in 185 days from concept to flight and that was 50 years ago and it still holds all the world records And all we are looking for is an "APPROVAL" to use something. NOT reinvent the wheel.

With the thousands of A/Ps installed in experimentals that seemingly don't have any issues IF the FAA was really interested in safety they would find a way to approve a TT or Trio type without all the expensive STC BS. The greatest safety upgrade any older bug smasher could have would be an A/P even if it was just track left and right and altitude hold with a one button push for straight and level. ] THAT would save lives very year. PROVE ME WRONG! They are needlessly killing people with their head in the sand, lock step of old approval theories. IT WOULD SAVE LIVES EVERY YEAR The risk is less with an experimental AP approval than the risk to not having one for most of the legacy fleet. Think of the lives they could save if they allowed a $5000 all in AP in small airplanes. Make it applicable to the same limits one has with Basic Med as far as type of airplanes. That takes in the vast majority of the fleet. Limit it to straight and level (GPS tracking) and no approaches authorized until a substantial track record for the fleet has been established if they want but - find a way. Its total lunacy the way it is.

Likewise BUT how many "out there' ARE WILLING to invest in ANY autopilot? 10% or 20% of the fleet? What's the fleet size out there right now and multiply out the number of "possibilities" that they have to gamble on for actual sales

They all may have decided that there just isn't enough money involved in legacy Mooneys to make it profitable I'm now holding out for Dynon

The first post in this Mooney A/P thread was on-------wait for it---------------- July 17, 2018 1,235 days ago

As has been done in several experimentals the "roll" servo could be hooked up to the rudder push tube in the back end under the radio shelf and use the interconnect spring for roll input to the ailerons There are no servo interference problems there but no manufacturer seems to want to investigate that idea. Its been mentioned to several.

Just because "you can" doesn't equate to "safe to do it" ! Doing ILSs and LPVs all the time does not make one competent to do C to L maneuvers If you're not doing C to L at night to mins on a regular basis (1 a month) then it might be wise to rethink your ability to do it safely. (Think KMDW 31C C to L 22 at night in low vis even from smoke and haze in a 757, can be sporty to say the least even at 1000/3) Once or twice a year does not a safe pilot make. Its a low percentage gamble. Never flew for an airline that did for real C to L Always VFR mins There's a reason why. (we did however have to do it on our initial check ride in the sim) Even in the big iron I always hand flew every 3rd approach (ILS in those days) AND took every 3rd one of those to 50 feet by going inside and briefing my copilot to keep his eyes open and say something if he didn't like what was going on at any time in the approach. Did it just to stay sharp and be comfortable if I ever had to. We had flight directors that helped a lot but it can be done raw data with practice easily enough. BTDT If you're going to use low mins then you need to stay in practice all the time NOT just 6 in 6! And NOT on the autopilot all the time. You gotta hand fly the sucker! JMO and no one elses!

KTRK is the only airport I ever told an owner that I wouldn't take him to at night. Stand on the ramp in daylight and look around all quadrants and you might have the same opinion, especially in a jet. Too old and NO bold :-) Did the JFK 13 Lead In Lights many times in 727s and 757s. It was OK even at mins. "A mans got to know his limitations!" (Dirty Harry)

In reality how many flap system failures in flight have actually happened? What's the worst hat can happen if they don't come down? What's the worst that can happen if they don't go up? Either is fully manageable.

Don't all the "standards" trace back to a US "standard measurement"?

So sending your torque wrench to a calibration lab for certification doesn't compare it to a US Standard for "foot pounds of torque" ? 1 LB - 1 foot equals 1 foot pound? Not quite following the "make up your own standard" conversation.

If the reweigh is done in a shop or business "reviewed" by the FAA every year you can bet that the scales are certified as accurate every year just like their torque wrenches are every year. I know for a fact that my D model fuel tanks hold EXACTLY 26 gallons from dry empty. Not a tenth more will go in. A W&B report "should" use the unusable fuel and arm listed on the TCDS (or follow on STC). That all being said when I reweighed many years ago (my first on this Mooney) we found a 90 pound error on the first W&B done by the factory!!! It was in their math! Just because the factory did it doesn't mean it was correct Decades of 337s just compounded on that error What's the old saying? Trust but Verify?

And of course every owner/A&P will know instinctively what the unlabeled fuse holder next to the green box was for when it blew? :-) :-) :-) That is sure hidden. Kind of like the placement of our Amp meter fuses on top of the inner firewall. If one drops plumb bobs down on the center of the axles and the nose gear pivot tube one "may" find that the distances between axles and Datum vary from airplane to airplane. The last guy to reweigh the airplane may not have used the correct distances. Always pays to recheck everything.

Question- What is it about "the office" at FAA that requires attendance there to get work done? Millions of folks today work remotely and get stuff done none-the-less.

What ever happened to the days one could actually walk into a GADO office and request to see an Inspector in person? :-) (For you younger pilots GADO= General Aviation District Office of the FAA FSDO forerunner. )

Saw the same thing on a 182 back in the early 60s Took the prop off, rebent it in a vice and flew it away

With that little damage to the prop (if the blades aren't bent, you don't show enough pictures) then just the AD would probably suffice. Need more pictures to be sure. Did the prop stop suddenly or did it keep turning? Did it dig into the ground? Check out the limits required in the propeller overhaul manual for repairs if you feel capable (by capable I don't mean do the work yourself) or you may be at the mercy of a prop shop as to what is needed. Not all prop shops are created equal. History is replete with overzealous repair shops just buying new blades rather than trimming to min dimensions but if yours was already trimmed in the last go around you might be looking at new blades also. We have a local prop guy here on MS whom might be able to help if you supply pictures to him. I have a 3 blade (bought it that way) don't know if I had a 2 blade if I would change. 3 blade no ADs 3 blade moves the CG fwd Check this out on your paper work before you do it), both Empty weight CG AND loaded (with only 2 people in the front seats) the way you fly with your weights. Performance doesn't change that much.

A couple of other thoughts about buying airplanes- "Most" small airplane owners have more airplane than they can realistically afford which leads to $$$ decisions. EVERY old used airplane for sale has hidden issues that need to be discovered- every one! Its extremely rare for an owner to fix everything that is wrong with their airplane Extremely rare! Remember many airplanes if not most are now approaching a half century old. A buyer is depending on the honesty of every previous owner of that airplane (sometimes to their detriment as is evidenced by numerous 1st year annuals chronicled here on MS) Repeat after me - "Caveat Emptor" Those who forget history are bound to repeat it! It happens all the time right here on MS "Merry Go Round" again Bold statement here from 55 years as an A&P- Most prebuys are done by folks who have no clue on what to look for (especially for Mooneys and Bonanzas) Check out the ABS Maintenance Seminar video on how to evaluate the condition of a Bonanza. Its eye opening and the only way to really evaluate a Bonanza for sale. We in the Mooney world have nothing to compare (unless maybe you go to someone like Don Maxwell for the prebuy). Wish we did. The Mooney world SHOULD have maintenance specific seminars on what to look for and how to fix the most vexing problems we share. A case in point- How many prebuys have started with and shown that the model and serial numbers of the major components match what is in the log books? Ifs that is not there then the prebuy is useless.

I find this conversation again interesting as we have , over the years here on MS, ridden this Merry Go Round several times. The biggest issue in any of these AD vs SB discussions is just READING THE AD. I have a good friend who is also an IA and he has the same comment to several A&Ps he works with- "just read the AD!" That cuts out a lot of speculation and confusion.