kortopates

It says no such thing. The engine is rated for continuous full HP. Full power climb is cooler for the engine but be sure to pitch for Vy+10-20 kts. if the fuel flow is set up properly it will climb cooler that way all the way to the flight levels. you may have been thinking of the TSIO-520 with 5 min limit at full power. Sent from my iPhone using Tapatalk

If controls are heavy on landing, then the plane isn’t properly trimmed for hands off at approach speed. Until mastering trim your much more likely to prop strike it and will have very inconsistent landings as you hunt for the proper flare pitch. Sent from my iPhone using Tapatalk

Well stated with the wisdom and knowledge of experience. But i think the biggest challenge for Mooney stems from the not so distant past when we saw the same issue with the waas upgrades for the G1000’s. A handful of owners pressured and convinced Mooney, while they were still in production mode, to provide the retrofit engineering to upgrade earlier G1000’s to WAAS. But in the end very few owners took advantage of it when Mooney offered the kit and probably more were updated using salvage or used GIA63W’s obtained from sources other than Mooney without allowing Mooney to recoup on their engineering cost. You have to wonder if you were Mooney why you would risk such a poor investment at a time when the factory is likely barely surviving. Seems they can’t really afford to be so altruistic at this time. Sent from my iPhone using Tapatalk

He was a big proponent of WD-40 as well. Sent from my iPhone using Tapatalk

Some owners go to great lengths to clean their engines before putting in fresh oil. Remember Jose aka originally Piloto? He filled the sump with avgas after draining the oil and swore by it. A half quart of MMO 30 min before oil change sounds pretty conservative in comparison Sent from my iPhone using Tapatalk

Watch out with this. When i attended Continentals school for A&P’s years ago they warned us all not to do this and told a story of an engine that failed in flight because some filter debris got inside the engine and then blocked an oil galley bringing down the plane. They warn that if you really want to puncture an oil filter to drain it, to only do it with the approved Tempest tool and then let it just drain by gravity and never use something like a screwdriver. An engine will keep draining out oil for week or so and you’ll never get all the oil out of the prop and oil cooler. Sent from my iPhone using Tapatalk

LASAR used to offer these exchange and beefed up a bit. Don’t know if the new owners are. Sent from my iPhone using Tapatalk

As a very active CFI, I’ve never been a fan of accelerated training for the instrument ticket. The commercial is perfect for it and many experienced pilots can pull off the commercial maneuvers in a weekend. But not an instrument rating in a week or 10 days and learn enough instrument survival skills. Of course people still do it and those that do and are wise enough to treat only as license to learn will probably do fine. But IMO Instrument training shouldn’t be limited to just flying approaches and holds. IMO it’s essential to ensure every one gets lots of actual IMC flown partial panel, in lots of less than VFR weather while learning about weather first hand and is mentored in aeronautical decision making. As an example of the pitfalls of accelerated training, years ago here on Mooneyspace we all learned about a new pilot that purchased a J model then got a 10 day instrument ticket just in time to fly to Jackson Hole for a wedding. He signed up for the training just to be able to make the trip IFR as he figured correctly he would need it. The pilot made a lot bad choices on his return trip that got himself and two of his kids killed exceeding the capabilities of both the plane and pilot. Sent from my iPhone using Tapatalk

It’s a very fine line between compressing the springs to get the required pre-load and fully compressing the springs. I recall the MM calling for 1/4 to 3/8” gap in adjusting the mechanical down stop. That’s a big enough gap that when the limit switch fails it could still fully compress the springs and bow a tube. Because of the geometry, the left tube will be first to bow so you won’t necessarily loose both tubes. plus limit switches don’t necessarily fail completely but may require further throw and pressure to close. Sent from my iPhone using Tapatalk

Just my opinion but an aluminum glare shield sounds too likely to result in a fatal injury in an off field landing. I wouldn’t want one. Sent from my iPhone using Tapatalk

Indeed it happens a lot more than you'd think. But these tubes aren't that hard to source from the factory, same tubes are used by many models and I've been able to get them in 2-6 weeks. In fact I don't think it actually took upto 6 weeks.

they don’t appreciably slow the plane but they make a major improvement in stall handling. One needs to experience it for themselves to really appreciate them. I don’t have them on my plane but have been very impressed by clients planes. Sent from my iPhone using Tapatalk

Exactly! 150K per person doesn’t go very far these days hence the desire for smooth limits. Sent from my iPhone using Tapatalk

no sub-limits constraint. Sent from my iPhone using Tapatalk

Glad Mike asked because i thought you had 1 mill smooth. Sent from my iPhone using Tapatalk

It takes quite a lot till they give and bow, But Once they bow, they’re gone. They’re very thin. Sent from my iPhone using Tapatalk

May I ask which underwriter?

Apparently that’s without prop de-ice too which i assume is standard on every Bravo, since they say electric prop de-ice isn’t yet approved, just FIKI. Since adding the electric prop de-ice boots is going to cost a couple knots it sounding like a wash in cruise performance but significantly better climb performance. Sent from my iPhone using Tapatalk

What makes you say they’re out of business? http://merlynproducts.com/blackmagic.html Sent from my iPhone using Tapatalk

Given the wait, I’d suggest considering the alternatives to factory engine and consult with any of the top engine rebuilders. There is nothing superior about a factory engine since several of the boutique engine shops rebuild them to better than just new limits in under 18 months. The one thing the factory can do for you is roller tappets which is a compelling argument. But otherwise boutique shops can out perform the factory in quality and timing. Additionally insurance pays for the prop strike inspection and rebuild allowing you to just pay for all the parts to turn an inspection into an overhaul with your favorite rebuilder - or put the inspection $ towards a factory engine. Sent from my iPhone using Tapatalk

Where are you that you can’t fly past TBO? Both engine manufacturers have yet to recover from the pandemic. Sent from my iPhone using Tapatalk

The paint was an issue some years ago but has been resolved quite awhile back. I queried several Mooney owners about the paint, all with over 5 years of service, and every one said the paint was still in pristine condition. Every prop is made with stops so that sounds like a red herring to me. The real issue for me was servicing the MT prop. A few years back the issue was that you had to send the prop to MT in FL for servicing, being on the west coast that was a major issue for me. But now they have a network of shops across the country that service them including my favorite prop shop in Northern CA whom I prefer to use and does pick-ups in SOCAL. With that resolved I was ready to be a MT prop owner. Sent from my iPad using Tapatalk

So given the erroneous weight and bal is 3.5 years old i am still scratching my head to understand how the pilot has been doing his or her obligatory weight and balance pre-flight check. Although we all know the answer. sigh… Sent from my iPhone using Tapatalk

it’s not actually inches but the moment in thousands- intended for using the moment envelope rather than inches. Sent from my iPhone using Tapatalk

Taking forever to find satellites is a function of the almanac of satellite positions whose memory uses the internal battery to keep alive. So when it suddenly takes forever to find them it’s typically the internal battery as Lance described. I don’t know if Garmin is still servicing the old non-waas units but you’d probably be better off finding an old school avionics tech willing to replace the battery for you to see if that solves it for you. But you could have more than that going on. Sent from my iPhone using Tapatalk