cliffy

Or THEIR liability ? If not torn down completely. Especially if Lycoming has the SB and its recommendations. (Which was brought about by liability and lawyers after decades of dialing the crank)

As a case in point- on my airplane (D model) it suffered a prop strike 8 years before i got it and they dialed the crank OK. When I went to overhaul it 8 years after I bought it the crank had a crack internally in the front bearing area found when they did the magnaflux check. I bought a certified rebuilt crank to replace it. I knew going in it was a "dialed crank" and it went 16 years without failure. Your millage may vary!

The "experimental" issue I think will be found in that the position light is not TSO'd but "MEETS" TSO requirements. The other side completed the full TSO approvals. How to get around that "may" work in how the 337 is signed off but remember 337s are not reviewed anymore by anyone at the FAA They are only filed away in our aircraft records. I too would like to see a copy of the 337 Please do post it for all of us

A pop strike is a prop strike. The AD is legally required to make the airplane airworthy The SB is optional just like the purchase is optional.

To add a little levity- In the Rolls Royce world there is no such thing as "leather" its "Connolly Hides" :-) :-) Nothing smells as nice as a new leather interior !

Interesting

You may not be concerned BUT you do need to state the manufactures qualification to a NATIONAL standard for flammability in your log book sign off. Your IA at the next annual time is required to see that reference in order to sign off the annual. Remember he's signing off the entire airplane that it meets all airworthiness requirements. AND you will have to sign the airframe log book for the interior refurbishment if you do it. Also remember to keep track of the weights of each piece you upholster old and new as any weight change (in aggregate ) over 1 pound will need a new W&B sheet done by an &P. Its relatively cheap and easy to buy hides and then have a burn test done. Search MS for the answers

I will jump in my D model and go anywhere any time. A spur of the moment trip from Utah to Tulsa a month or two ago No problems. Jumped in it and went to Sun n Fun from Utah No issues either. We go to Houston or Tucson or Los Angeles from Utah without even thinking about it. Just an Accutrac for left/right steering. No altitude hold. Does just fine even with it turned off. It will/may need some sorting out as some issues crop up but keep up on the maintenance and it will be reliable. May take a little trimming to get it to fly straight and level but that is usually easy to do. I did my own overhaul 10 years ago and everything is running fine. Never any issues cutting the filter apart. Have almost 1000 hrs on the overhaul. Field overhauls can be just fine if one knows how to do them. Fly it and fix things when they go bad. No deferred maintenance allowed :-)

PM sent

Consider it sold I will PM you tonight AND call you tomorrow Cliffy

Do check into insurance costs before you get too far along. No retract or complex time will affect the rate for you We have an insurance guy here on MS "Parker " who could lead you along the right path

Yes but reading all the comments on the included link it all stops back at 2020 with no more info or comments on IF really does what what the title says.

Question- How many G1000 Mooneys are still flying? Divide the cost to recertify by that number Pick a cost figure and double it to be in the ball park What do you have as a quotient? Double that for cost of insurance Add in profit % How much per airplane? How many currently flying G1000 owners would be willing to pay the bill? If only half would buy in would the remaining 50% be willing to cover the entire bill? Its strictly a financial decision for all parties involved

Absolutely agree hence my original commentary. They may turn out to be much like the PFM Mooney. Mostly a boat anchor rotting away in a dark hangar somewhere.

Just thinkin out loud- I wonder what percentage of the fleet actually flies regularly in weather lower than 600-1? Want it 'cuase its made opposes want it because I'll use it Perception vs reality How many 200 - 1/2 ACTUAL approaches are actually flown in the fleet every year? Month? My take? If you are not doing a couple a month (in actual below 600-1 weather) you may not be current enough to be really safe. And if you haven't hand flown a low approach in months you ain't safe period in that kind of weather. We can go down the rabbit hole of autopilot cripples but that is another discussion.

It also helps to have aircraft jacks and jack the airplane up just enough to make it level, Saves a lot of back ache. You're not always falling into the back of the bag pit that way.

When I first weighed my airplane years ago I found a mistake (to my detriment) to the tune of 90 pounds in the factory's first W&B sheet. I gained in useful load on that one. Also its a good idea to actually measure the distance between the datum and the center of the wheel axles for the calculations. Everything published may not be accurate. Drop plumb bobs and use a tape measure. Also if you ever cross an international border with your airplane US Customs WILL want to see the paper work for the legal installation of that baggage tank.

If one digs into the prevailing AC- AC 43.13-1B 9-61 a 1 it shows the following- (1) If fabric is bought in bulk to refurbish the interior, seats, and ceiling liners for a CAR-3 aircraft used in part 91 operations, a manufacturer’s statement, declaring that the material meets the American Society for Testing and Materials (ASTM) or similar national standard for either flash resistance or flame resistance, would be acceptable, but only for a CAR-3 aircraft installation. (Refer to 14 CFR part 43, section 43.13(a).) A manufacturer’s statement is acceptable due to neither the Civil Aeronautics Administration (CAA) nor the Federal Aviation Administration (FAA) having published an FAA fire standard for either flash or flame resistance for interior materials for CAR-3 aircraft. Since the FAA would accept and recognize a national standard, the mechanic would reference the manufacturer’s statement and the national standard that the material meets in the aircraft’s maintenance records. ALL fabrics and carpets sold for residential or commercial use in the USA have had to meet a national standard for flammability for decades now. One only has to query the fabric manufacture for its fabric standards for the particular fabric (most of the time it is on a website somewhere). It is not that hard to find what "national" standard they meet. Both vinyl and woven fabrics meet these standards. Automobile fabrics meet flammability standards. You just have to find what they meet and include that in the sign off for the interior. There is also a spray on treatment available to make an interior meet Pt 23 flammability standards. Pilot/owners are allowed to replace the cabin surface coverings in their airplanes with the proper sign off in the airframe log book. Weight and Balance restrictions apply, + or- 1 pound difference requires an A&P W&B sign off. Getting "Pt 23 burn certs" is an easy way to comply as mentioned above if one wants to go that way. Finding "approved " Pt 23 burn cert fabrics is not that hard to do either. Nor really much more expensive. I caution you on your headliner change if you have never done one before. Its not as easy as it first appears. But its no different than a 1952 Chevy headliner. The sidewalls and baggage compartment are lots easier to do. Get a kit from AirTex for the seats unless you are a professional auto trimmer and really know how to use a walking foot sewing machine.

1) Adding fluid is easy and the owner can do it. Just make sure you know how to do a legal signoff in the airframe log book. 2) Its a closed Hyd System. It shouldn't change from 4+ strokes to over 8 unless for a leak. 3) Chronic leaks- parking brake valve, flap actuator, flap pump and then the rubber hose connected to the flap actuator (one of the least looked at hoses in a Mooney). 4) Resealing both the pump and flap actuator is an easy A&P job.. Couple of hours each tops. Out and in. 5) Fluid replacement in the entire flap system is easy and quick- fill the reservoir and pump with the line loose at the actuator until clean fluid comes out. Now bleeding and making sure there are no bubbles in the flap system after this may take a while but not extreme amounts of time. 7 hours to just flush the flap system? Hmmmm?????

No different than the ships main battery It has an ICA also but who ever checks it? Only time most everyone even thinks about their battery(s) is if the engine doesn't turn over to start. Considering that both these batteries are your "lifeline" out of trouble "last ditch effort" to get on the ground if IMC or night it would seem more attention should be placed on their "CAPACITY" than is currently considered. If for nothing but safety's sake. Ever think "what if" about your gear at night (elect gear)? Now you are without any electrical power and no communications, electric gages, lights for anything (because your fancy new glass panel battery also wasn't capacity checked because you are Pt 91 and it fails also), your blood pressure is way high because of this, now your thinking is looking down a narrow tube and now you just compounded it with a manual gear extension (and no gear lights) and having to land NORDO at night at say a controlled airport with field lights or finding an uncontrolled airport to land on? The issues kind of compound don't they? BTW, have you ever really had to handle any in flight REAL emergency before? If you haven't you have no idea how narrow you thought pattern becomes without practice and how high your stress level can get. Why do you think 121 pilots go to the sim every 6 months to do emergencies? Maybe so they learn how to control their emotions and practice what they need to do before it happens? Just because the battery started the engine doesn't mean it will power the ship for even 30 mins. How long do you think your battery will power the ship if your generator quits? How long will it take you to find a suitable airport and put it on the ground? Will your half dead battery make it that long? Ever tried it VFR? Ever had a battery capacity check done at annual? Ever thought about how to download the entire electrical buss to prolong the available battery? Here's a question- If you are at night and lose your generator would you pull the C/Bs for the nav lights and strobe to help save the battery? :-)

An orphaned G1000 airplane is in reality no different than the 'V" tail issues now in affect with Beech no longer making magnesium ruddervator skins Many V tails will be grounded after their skins get rejected due to corrosion and NO availability to replace them is at hand Beech Club just upped their prize offer from $100,000 to $500,000 dollars trying to find someone to come up with a legal fix for the fleet. G1000 Mooneys will be no different at some point in the future much like PFM Mooneys are now. And NOW with the factory up for sale who knows what the future holds for any Mooney especially the G1000s IF the 1000 goes away from Garmin servicing. Those G1000s without WAAS are also going to be a dead duck in the market place as practically ALL buyers want WAAS capability. What confuses me is why if current Mooney has the ability to agree to have someone else do the heavy lifting to recert the 1000 Mooneys (commercial agreement) why don't they do it for the good of the fleet and general customer goodwill? If they don't want to do it why let all the airframes hang in limbo? Especially considering their current financial position? Maybe because NO ONE wants to do it?

I ask again above the answer makes a difference

Just curious if anyone has a B6 still working as was installed when airplane was new If so do you use it? Just curiou

Did this show up all of a sudden?