FAADAR

Quote: allsmiles Here is a photo of one.

Quote: Parker_Woodruff I know how you feel about making stuff fit, to some degree.

Hi All Well just for information I found out the 530 and 430 will not fit in the same stack on my Mooney, the "Y" bar behind the panel will not allow the 30 CM needed for the rack and the connections. for that matter there is not even 20 CM between the panel and the "Y" GRRRR I was expecting this and have had ideas of cutting away the bar in my dreams EVIL EVIL thoughts. guess it would not be too bad as long as I do not accelerate too fast whilst twisting the fuselage from the torque of the engine in a left turn below 2000 ft density altitude Kids if you are reading.. don't try this at home...... Guess I will have to find another solution

Hi csfahey FAR 43 appendix A will give you some light as to what you can and cannot do. please refer to this and tell your A&P to do some homework ;-) c) Preventive maintenance. Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations: (1) Removal, installation, and repair of landing gear tires. (2) Replacing elastic shock absorber cords on landing gear. (3) Servicing landing gear shock struts by adding oil, air, or both. (4) Servicing landing gear wheel bearings, such as cleaning and greasing. (5) Replacing defective safety wiring or cotter keys. (6) Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates, cowlings, and fairings. (7) Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. In the case of balloons, the making of small fabric repairs to envelopes (as defined in, and in accordance with, the balloon manufacturers' instructions) not requiring load tape repair or replacement. (8) Replenishing hydraulic fluid in the hydraulic reservoir. (9) Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required. (10) Applying preservative or protective material to components where no disassembly of any primary structure or operating system is involved and where such coating is not prohibited or is not contrary to good practices. (11) Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system or interfere with an operating system or affect the primary structure of the aircraft. (12) Making small simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and reinforcements not changing the contour so as to interfere with proper air flow. (13) Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc. (14) Replacing safety belts. (15) Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system. (16) Trouble shooting and repairing broken circuits in landing light wiring circuits. (17) Replacing bulbs, reflectors, and lenses of position and landing lights. (18) Replacing wheels and skis where no weight and balance computation is involved. (19) Replacing any cowling not requiring removal of the propeller or disconnection of flight controls. (20) Replacing or cleaning spark plugs and setting of spark plug gap clearance. (21) Replacing any hose connection except hydraulic connections. (22) Replacing prefabricated fuel lines. (23) Cleaning or replacing fuel and oil strainers or filter elements. (24) Replacing and servicing batteries. (25) Cleaning of balloon burner pilot and main nozzles in accordance with the balloon manufacturer's instructions. (26) Replacement or adjustment of nonstructural standard fasteners incidental to operations. (27) The interchange of balloon baskets and burners on envelopes when the basket or burner is designated as interchangeable in the balloon type certificate data and the baskets and burners are specifically designed for quick removal and installation. (28) The installations of anti-misfueling devices to reduce the diameter of fuel tank filler openings provided the specific device has been made a part of the aircraft type certificate data by the aircraft manufacturer, the aircraft manufacturer has provided FAA-approved instructions for installation of the specific device, and installation does not involve the disassembly of the existing tank filler opening. (29) Removing, checking, and replacing magnetic chip detectors. (30) The inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft provided: (i) They are performed by the holder of at least a private pilot certificate issued under part 61 who is the registered owner (including co-owners) of the affected aircraft and who holds a certificate of competency for the affected aircraft (1) issued by a school approved under Sec. 147.21(e) of this chapter; (2) issued by the holder of the production certificate for that primary category aircraft that has a special training program approved under Sec. 21.24 of this subchapter; or (3) issued by another entity that has a course approved by the Administrator; and (ii) The inspections and maintenance tasks are performed in accordance with instructions contained by the special inspection and preventive maintenance program approved as part of the aircraft's type design or supplemental type design. (31) Removing and replacing self-contained, front instrument panel-mounted navigation and communication devices that employ tray-mounted connectors that connect the unit when the unit is installed into the instrument panel, (excluding automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)). The approved unit must be designed to be readily and repeatedly removed and replaced, and pertinent instructions must be provided. Prior to the unit's intended use, and operational check must be performed in accordance with the applicable sections of part 91 of this chapter. (32) Updating self-contained, front instrument panel-mounted Air Traffic Control (ATC) navigational software data bases (excluding those of automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)) provided no disassembly of the unit is required and pertinent instructions are provided. Prior to the unit's intended use, an operational check must be performed in accordance with applicable sections of part 91 of this chapter.

Quote: hansel Agree... we have major challenges ahead, and this is a big setback. Some places (like my home field) love and support flying and their local airports. Others do not. One sad example is an area I used to communte to when I worked in the Bay Area: Palo Alto. Frankly, many of its citizens want to shut the airport down (e.g. a portion of the airport was nearly converted to a compost pile a few months ago. That's right, compost. Thankfully, enough reasonable ppl spoke out and the city retreated.) Sadly, this Wednesday Palo Alto had its first fatal takeoff accident in years involving three employees of the Tesla motor company-- and now the angry mob is at it again. If you want see what non-pilots think about "rich boy hobbies" see the comments section of the article below-- but be forwarned, some of these people are delusional and these comments may make you angry. http://www.paloaltoonline.com/news/show_story.php?id=15756 We need to do everything in our power to educate others and maintain our freedom to fly. These next several years may prove the most difficult but important of all.

Quote: Magnum If you wish I can get you US certified, the Aspen is a US STC and EASA sucks? I have connections to a trust and the certification I can do to issue you an FAA Airworthiness certificate. Will be in Straubing tomorrow on N800RA if you have time would love to chat Lloyd

Quote: KSMooniac I have a 530W & 430W in my early M20J, thanks to the previous owners. The original added the 430, the second addded the 530, and I upgraded both to WAAS. In my plane, the 430W is on the right side of the panel...not optimal but it works just fine. There was enough room/height in the center stack to put the 430W under the 530W. If/when I add an Aspen or G500, I will likely do a full custom panel and try to get the audio panel, 530/430 and transponder all stacked together.

Quote: Magnum A 430 or 530 isntallation shouldn't be a problem. Call Avionik Straubing (+49-9429-94240), they do a lot of Mooney installations, IMHO they are the best avionics shop in Europe. They just did my Aspen installation, took them 10 days. You can see the installation in my gallery. Unfortunately I am now waiting 2 months for the EASA STC, I hope to get it next week...

Thanks for that I will check the Gallery. as for Straubing. I am going there tomorrow to US certify a M20K with the New Garmin Panel . as mentioned I will be jealous!!!

Hi All I have a Mooney M20J, in which I would like to install a Garmin 430, and a Garmin 530 in the panel. I am worried about the space behind the panel. My Serial Number is 24-0764. I was told by another IA friend of mine that this could pose a problem because of the structure and tubing behind the panel. Have any of you Mooneyiacs made such a modification and have you any tips or tricks? Would appreciate your input greatly since I have these units.. and I have ordered my Fast Stack approach for the interconnections which has now become a design stop for me so I am not interested in the Garmin fantastic 600 or such ( although I need to issue an AW cert on a mooney in Germany who just did this mod.I am jealous and will probably not certify his plane cause it looks better than mine) Besides all that I will be installing a WX 500 to display on the 530 and a Garmin 695 on in the co pilots side as a nice cheap glass addition. All the best Lloyd

Hi All My name is Lloyd Nelson, I purchased a Mooney in Switzerland in Dec 2008 and I now have 170 Hours on my M20J. Since I am an FAA DAR I am always on the move, the Mooney M20J 1979 with then 1950 hours was my new "Time Machine". it was the best choice to gain IFR experience and the time savings. Since I do all my own maintenance as an A&P and IA I can keep the costs low. I actually find that flying from Zurich to the UK for 3 customers actually adds up in expense costs. In any case I would be happy to assist any of you regarding certification questions modifications and questions about the nicest places to fly in Europe. N69LN In Switzerland

This thing looks fast just sitting there!! I am envious!!! Did you match the interior also? just out of interest

I guess the best is the most expensive alternative.. Single engine turboprop..:-(

Quote: LFOD A hypothetical: Hi LFOD: The key here is FIKI no I am not swearing at you , FIKI is Flight into Known Icing. The STC modification is expensive, takes a long time to order and you need to pay first. I am assuming LFOD is in France, so if you were to go to Rheinland Airservice Germany or Troyes Aviation France, for example you pay 30K and wait 8 Months for delivery :-0 The truth of the matter is you are not certified for FIKI. Honestly 30K just for piece of mind? but this still does not allow you to climb through cloud into clear air. IT IS NOT APPROVED. I know as a DAR I see things a bit on the Legal side and I am also a Mooney J pilot and I suffer just like you all. but no matter how much you pay and no matter if the installation is FAA Approved (EASA also) you are only allowed to get out of ice with the TKS system. Newer models have factory TKS which is FIKI approved due to the fact that there are 2 pumps a second generator Windshield de ice and dual batteries (there are other differences also) While I was exporting a Mooney that was full FIKI I took a look at the Flight manual supplement and there are also other restrictions such as flight into freezing rain not permitted. Also the false sense of security may get you into trouble also. The only way is to look at your TEMSI, look at your MEA, decide if you are good 2000 Feet above or below freezing level. and make your decision. I have also learned under supervision crossing the UK Channel how much ice you can get on a Mooney wing and to know what the weather is below it is scary but only prior planning good judgement and always planning a way out is key for our M20J's Ice is not Nice but is 30K+ worth the price Yours FAA DAR Would you pay the 30K price tag to put TKS on a 1984 M20J? I had an encounter with icing a few days ago that took a few years off my life. I am wondering if anyone has had any experience with TKS in a non-turbo aircraft. I was always under the impression that it is silly to have one without the other. As for the aircraft, as much as I would love a turbo, I think this J is going to meet 90% of my mission requirements for at least five to eight years. I.E. I wont install the TKS and then sell the plane two years later. What say you?