OR75

I have an Icom. The battery life is such that the radio is only useful in 2 instances - Listening to ATC on the ground (ATIS) while being plugged to the wall - emergency IF you have the right battery set with you. (I don't even know how long a fresh set battery of batteries will last since my radio have been reliable.

Tinnerman nuts when you can access Just be carefull not to damage the multitude of wires, cables, tubes and conduits behind the plastic

The internet and pictures are great tools for searching the market and setting expectations for a given price point.(search ASO.com) American Aircraft always has a good inventory with a wide range of price/quality

thanks. those are the P/N i came across in that parts catalog as well. I believe the cleveland 10-49 is just a rebrand of the Gerdes A-110-37 as Cleveland bought Gerdes. I figured they would need to be changed in pairs

My J still has its original brake master cylinders: Paramount VI-15-625CH One of the cylinders is leaking. i am hoping overhaul with new o-rings will take care of the leak. But just in case the cylinder is not overhaul-able, are they alternate cylinders to replace the original one ( with same footprint)

i am among those who believes that the re-registration every 3 years is a good thing. sorry. Always makes me sad to see a plane in the tie down area beaten up by weather, with flat tires and that has obviously not moved for years.

i have mine velcro'ed to the front of the dashboard the J model dash front is flat enough.

motherhood and apple pie ...

the 15W50 is a part synthetic while the 20W50 is mineral. these may have slightly different soot dissolving properties. I suggest you shorten your 1st oil drain after you switch, check filter and oil screen.

ok. but i still don't see an obvious correlation.

if metal levels are normal, compressions are good and it has been run normally past 3 years, i personally. doubt it will all of a sudden fail. i see it go to TBO. maybe a borescope inspection can help you

that's right. you have to comply with ADs. I am not saying you should not comply with any SBs. Many are easy to comply with and/or make sense. between Mooney and lycoming (for a J) there are a lot of them and I would be curious to see if there is an entry in your log for each and all of them. Life is not more valuable under part 91 or 135 or 121. But the FAA is more concerned about protecting the passenger who buys a ticket from the airline , than the guy who flies his own built experimental. part 135 for example have a 100 hours inspection. Part 91: it is annual , even if you fly a lot more than 100 hours in a year. as far as this particular SB 208, if i saw in the log book that it was complied more than say 2 years, it would tell me nothing about how corroded or not the plane is.

The "inclusion" is related to whether a certain type of insulation was installed at the factory (based on serial number). Complying with SB 208B at some point in time does not garantee a corrosion free aircraft A good inspection for corrosion does not need to be following SB 208B. A good inspection for corrosion in my opinion should include looking at the tail cone tip, engine mounts etc ...(these are not in SB 208B) Refering to SB 208 just looks good on a logbook. ("Inspected as per SB 208B" instead of "inspected for corrosion") If you have concerns about corrosion, you should have the whole plane looked at (including spar, inside wings, tail cone tip, engine mount, , etc ....) remove all the panels that can be opened.

I believe this specific SB was issued due to the use of a specific type of insulation material that would not let moisture evaporate leading to corrosion. Beyond that: it is a good idea to check corrosion not just by complying with SB 208B but by inspecting everywhere regularly (should be part of the annual deal) If i was for the market for a plane and saw in the logs that this SB was complied with even recently, it would tell me nothing about corrosion. The owner may have flown in the meantime to Burningman and did not wash the plane since !!! For Part 91, SBs are not mandatory but every OEM issuing while will of course recommend it. You may even see some of them issuing Mandatory SBs !! That's usually when they have not been able to demonstrate to the FAA the need for an AD

if you are operating under Part 91, you don't need to comply with any SB

1st and foremost .... congrats on your purchase ! a few thoughts: your yoke does not look bad (I have seen a lot worse, and I am sure you have too) You can have it done by AeroComfort and it will look great of course (although not cheap ,,, but that is a relative notion of course). You can doit yourself by stripping the paint and re-apply enamel or powder coat. A very inexpensive option. You can find most items youneed at Home Depot or Spruce. BUT, just be careful with all the wires that go into the yoke. Depending how they are connected, it may become a painful job especially if you need to cut wires and need to re-solder. Actually, evenif you have it done by Aerocomfort or other, the yoke will need to come off. personnaly I don't like electric wires cut and spliced. But again, that's just me. You may want first to just remove the switches bracket and the "Mooney Special Edition" to see what is behind your yoke "skirt". But the way, if someone know where I could get a switches bracket like the one on your picture, please let me know. Fly safe !!!

you can easily find the GNS 430 install manual on the net The non-A version of the KI-209 will not support the GPS Annunciate function In the unlikely case where you have a 400 or 420 (not 430), then you could use the Ki-209.

there are screws on the bracket that you can use to adjust the beam. there is a procedure i have seen ( i believe it was a Mooney SI or SB ) but to be honest you might as well just use the trial and error method by setting those screws with the cowling off because the cowling moves up in flight ( unless you have changed away from floating nuts)

You can buy a 390 from any Lycoming distributor - experimentals do it all all the time - . To buy the STC'ed for Mooney 390, you have to go through a Lycoming Authorized Service Center who will do the install. At least, that's my understanding, or maybe things have changed. Please keep me posted.

ditto, I am in the same boat (I mean plane) FWIW, the 390 does not help with access to the oil screen, nor with hot starts (both remain potentially painful)

If a port/polish is that cheap, maybe I should have them do it on the 390 at instal I'll ask if that is doable. 220HP with the Powerflow?? JML You may want to check that the Scimitar is compatible with the Power Flow

maybe my memory is failing me but i believe i remember seeing in this forum someone having to sell his scimitar prop because of incompatibility with the PowerFlow system

NorCal

exact footprint and hoses/brackets than for the IO-360-A3B6 so i am sure any A&P can do the swap. but how much for the STC ? not too worried about the cost of cylinders and parts. the 390 is widely used in the experimental pool.

I am curious of where you got that quote Quotes I saw where about 55 amu with prop. So about 45 for just engine swap. The install of a 390 must be done by a Lycoming authorized service center. It is an STC. So you cannot just go to airpower and order one for your ap to swap Or maybe i did not shop around enough.