Geoff

It was not my intention to raise a contentious issue or be critical of the STC or anyone who has chosen to do it. I only suggested that anyone considering it should seek as many perspectives as they want before making a personal decision.

One very experienced mechanic I trust when I asked about the upgrade said the STC on turbocharged engines unduly increased the stress on the motor and he was not a proponent. This was not a message that there was/is something wrong from a safety standpoint but rather a longevity perspective. There are a lot of variables that could go into his observations but he has seen a lot of the fleet over many years. just another perspective to consider.

Talk to some knowledgeable mechanics before deciding on the 310 upgrade.

I think beauty is in the eye of the beholder on that one...

Lancair Evolution showed that even in kit form a 4 place pressurized TP will cost ~$1.5 MM. Add the cost of factory labor and certification and you are in the same price range as the M500/M600. So you may not need the extra seats but you get them for free in the Piper just in case.

I was at the race and the advertised "Jet Flyover" was indeed underwhelming. I guess the DOD is spending your taxpayer $ for more important things like arming the new Afghanistan government.

In your opinion is the reverse then true? That if there was magically now lead in avgas that Cali would stop shutting down GA airports or even build new ones?

The M22 had oleo struts which met the drop test at the higher weight and fowler flaps to meet the stall speed requirements at the higher weight. The design engineering for both M22 parts continues to be held at Mooney and could be what has been referred to. There may be significant redesign required to apply either or both of these changes to the M20 airframe. I'm no aerospace engineer so I'm just speculating.

The labels are etched.

Hi all, I bought a set of printed covers from another lister for my 231 and no longer need them. I offer them here to anyone for $20 + shipping. it is a complete set and I won’t separate. happy new year! Geoff

This is exactly why I like this idea. The current Acclaim/ovation with Fiki is ALMOST a no excuses air plane. As everyone said, it has all the speed and capability for 2-3 people but with the piston up front but I hesitate to do long night/water/mountain crossings. Plus if you live anywhere but the US fuel is and will become a bigger issue. Dispatch rate would be higher with fewer oil change maintenance events during the year. I started thinking this way after a good friend had to land on a highway at night after an engine failure. I would rather have a turbine than BRS personally. I guess I could always go buy an almost used up meridian for that $1 MM, but at 6 ft I don’t really like the cockpit (too cramped). Which is pretty rich for a Mooney driver to say. Plus I would need another $200k for an upcoming engine OH. Anyway, I just wish (and think others do too) there was a capable new or near new TP in the $1mm-$1.5mm range instead of $2+mm. Maybe I’m just old and think everything is too expensive.

I understand the new gear for the GW increase will be taller than the existing gear so there may be a few more inches to work with before resorting to S turns on the taxiway!

The potential 300lb GW increase from the factory got me thinking... Could it be a stepping stone to a RR250 500 SHP conversion sans pressurization? Imagine a fowler flap, oleo strut, 130 gal, RR250 powered M20TP with a gross weight of 3750 and an empty weight of ~2350 (since the RR is lighter than the Continental). UL of 1400 and a full fuel payload of 529 lbs. The RR250 burns ~25 gph so full fuel would give ~5 hours of range at a speed of who knows (225 knots? at 17000). 4 hours might get you 1,000 NM down range. Acclaims gets ~205 knots at that altitude on 20 gph on only 270 hp so its not unthinkable. There is a market of the Matrix, perhaps there is a market for folks who can't get/don't like avgas. Once the certification is done on the flaps and landing gear would an engine change be that much more work? I don't know. Its a $1 MM plane at least but so is an SR22T. Happy Friday!

If the above doesn't solve the issue, beware of a failing alternator clutch.

Suggested solution: Give Gmax American Aircraft a call and buy your next plane from/through them.

This is a terrific enhancement! We now have ADSB traffic displayed and FISB weather right on the g1000 as well as higher resolution synthetic vision. I’m no longer embarrassed flying my Cirrus friends ;). THANK YOU NEW MOONEY!!

Great list except for 2. Autoland requires auto throttles and brakes = very expensive. The chute is much cheaper solution to this concern.

Onewheel.com

I didn't read that the OP's spouse is demanding he quit aviation (yet) just does not want to participate, so I hope this course is premature and there is room for compromise.

I have been there in a 231 (with a local CFI on board). If you are not mountain flying proficient, I highly recommend taking a course before attempting AXX or hire a LOCAL CFI to take with you. As others have mentioned this airport has a combination of factors (high DA, mountain downwash, strong crosswinds, limited horizontal maneuverability) that significantly increase the risk. That being said it is a fantastic experience to add to your aviation chops. Stay safe!

Fred, You are in a very difficult but common position. Suggestions... (not a counselor or licensed advisor) 1. Try to keep a healthy relationship with your spouse. 2. Defend your right to pursue your passion...aviation (resources permitting). A loving spouse will recognize and not be threatened by your hobby (resources permitting). 3. Take advantage of communities like Mooneyspace to discuss/brag about perfect lazy 8's or greaser landings. Better yet join or start a local pilot community at your home drome. 4. Forget about 'convincing' anyone to do anything they don't want to do. In short, you do you and let everyone else do the same. Best of luck.

If you think milking a mouse is hard try milking a cat! ala Meet the Fokkers! or is that Fockers...

Sorry to hear about the bad news. I moved from a 231 to an Acclaim a year ago. I learned from flying the 231 for 8 years to ALWAYS wiggle the exhaust pipes to check for loose turbo components preflight. The 231 only had one turbo and it dumped directly to the exhaust. I still do this although with the 2 turbos and the crossover exhaust I'm not sure its as useful as it was on the 231. In 8 years ~100 hours a year flying the 231 I rebuilt the turbo once, so ~1,000 hours of mean time before failure is probably not a bad outcome at 1340 hours. Its comforting to have a good MSC go over the aircraft. Good luck with the repair.

At every annual have the exhaust tubes thoroughly inspected and joints lubricated with Mouse Milk. The turbo has a habit of quickly deteriorating the exhaust. At 500 SMOH you should be fine assuming the exhaust was also overhauled at that time.

These are pictures of the polymerized clutch. It is the black rubber inside the metal housing. If memory serves, the clutch replacement does not include the gear. I don't see this part in the picture you posted. Focus on the small gear in your picture and anything attached that is/was attached to it. To my knowledge all TSIO 360 GB/LB engines use a gear driven alternator with this clutch arrangement. Has your engine been modified in any way? Check the logbooks?