kortopates

You can provide much more helpful information by downloading the EDM data and uploading it to a free account on SavvyAviation.com. If still flying it then to get really helpful data, update your engine monitor data sampling rate from the default of every 6 sec to its fastest rate of 1-2 sec and then perform a slow gami sweep, slowly leaning at low power from ROP to LOP and then perform a LOP Mag inflight mag check isolating each mag for a full 30 sec. This will identify which cylinders/plugs/wires and/or possibly point to a mag issue. If you want some help with the mag test and go all to provide some great diagnostic data review and follow our Savvy Test Flight procedures (it include some info on updating the data sample rate): Savvy-Flight-Test-Profile-Expanded.pdf

HID’s are still the brightest. But generally are good for 2000 hrs. If you have a dual light system e.g. landing and taxi lights you can swap bulbs to verify it’s the bulb and not ballast. But it should just be a bulb replacement. Sent from my iPhone using Tapatalk

Does it still indicate 3” when off? Sent from my iPhone using Tapatalk

The smart money move would be to invest in an approved for primary engine monitor replacing all the old failing instruments and raise resell value in the process. Sent from my iPhone using Tapatalk

If the line had merely deteriorated, it would read zero not three. You’re showing gauge error, regardless of what else may be wrong. Sent from my iPhone using Tapatalk

I couldn't agree more. Although these discussions can be enlightening I feel we're mostly missing the the most important thing. No matter what procedure you use its clear folks aren't practicing the procedure enough because we keep seeing fatal accidents from what should be well practiced go around procedures. Such as the Cirrus last week that didn't have a gear to mess with but got to slow leading the all to common loss of control and then accelerated stall turning. Regardless of how comfortable we are in our landings we need to regularly practice a Go Around like everything else! On another related topic I was reminded discussing this with another longbody pilot is the use of rudder trim. I encourage longbody pilot to forego use of Rudder trim on takeoff and save it for the long climb after initial takeoff. But when every takeoff is done with rudder trim then the Go Around is doubly hard and much easier to get into trouble from not being practiced at using adequate rudder while climbing and high power on a GA. On the other hand pilots that already have the rudder skills at takeoff have an easier time with the GA.

As far as I know they're still selling spatial interiors through Wisconsin Aviation - see https://www.jaegeraviation.com/home I haven't had any recent experience though.

Additionally Paul now runs the Oasis Aero https://oasisaero.com/about.html - he has taken over the original shop in addition to his Weep No More business. He has a partner Eric that is an instructor/mechanic but I assume not associated with the failed business that first took over Bruce's shop. Correction - Paul and Eric are co-owners of the two entities while Paul runs Weep no more and Eric runs Oasis.

Both Paul at Weep no More and Edison at Wet Wingologist do excellent work. Paul is generally booked out well over a year while Edison can generally get you in within 3 months but is more expensive. Sent from my iPhone using Tapatalk

I guess i would like to learn what better weather source i am missing out on that i don’t have with XM in the cockpit? i do want it for international flying but i didn’t think there was any advantage for US flying. Sent from my iPhone using Tapatalk

I was referring to the Mooney OEM B&D TIT gauge and probe which can’t be replaced by a JPI grounded probe. But i don’t know if the JPI probe is compatible with the Garmin G3x EIS - would have to refer to the installation manual. But if your TIT is showing 50-100F above your EGTs it’s probably doing fine. Still though TIT probes should be replaced about every 500 hrs or when they start to read lower since they suffer from tip erosion. Yours might be getting worn out if from 7 years ago depending. Sent from my iPhone using Tapatalk

These are all knock off's. I don't believe you can but factory made gear tools anymore, only used original ones. Even the one that LASAR sells are knock off's. The angle pictured here does match the factory original but a different angle doesn't affect the torque but it may allow a longer arm wrench to be used without interfering with an inner gear door. Mine just barely clears the inner door but coming straight out makes it easier to pull the desired load IMO - so I prefer this orientation.

He’s probably flying that high power setting believing his engine monitor saying it’s only 65% power! Yet it’s over 80% depending on altitude. one generally can’t use the %power displayed on their engine monitor till they calibrate it. Sent from my iPhone using Tapatalk

Actually they do pre-punch parts. Maintenance wouldn’t be possible on some things without doing so such as for example the seat rails are pre-punched. You could never drill out all the holes under the floor panel, as it is you can’t get a bucking bar on some of the rivets. But you are very right about your factory and LASAR comments. The factory is pretty much over and LASAR is so cash poor that buying the raw materials for parts is a struggle. Sent from my iPhone using Tapatalk

Excellent point but its actually really nothing to do with with older Mooney's but weight. The longbody's especially are the easiest to lock up the wheels with their heavier weight/faster landing speed and beefier double puck brakes which can flat a tire immediately. With all Mooney's it's important to not touch the brakes immediately after touchdown since speed is till high and their isn't much weight on the wheels yet making them easy to flat spot if not flat them. Its important to initially slow down with aerodynamic braking where the savvy pilot holds the nose wheel off as long as possible and only applies brakes after the aircraft has slowed down adequately that the brakes won't lock up soon as you touch them. That speed varies by aircraft weight.