kortopates

Here in the US folks are installing them as a minor modification which is pretty easy to do since these are direct replacements for many of the Mooneys if you have their Whelen strobe's on their now (with a 24V powered Mooney you most likely do). We probably won't see Whelen add the J to their STC AML based on what they have said so far.

Maybe @Yetti could provide the link where this was found so we wouldn't have to guess which airframe. But I haven't heard of any more recent Mooney mishaps beyond all the recent gear incidents the past couple weeks, so hope this isn't a new one. But most even with most fatals I've seen, the cabin is typically very intact. Although the cabin will easily survive 8+G's on impact the occupants still tend to suffer blunt force trauma well before the cabin becomes deformed.

You totally lost me, in the first paragraph you imply the engine driven Continental fuel pump. but then below you say "Note, this is a fuel pump on a Conti TSIO-360 engine. So, the pump is not a Weldon or Dukes like that used on the popular Lycoming 360s." This latter reference is too the electrical boost pump made by Weldon and Dukes which is also on your aircraft. So which pump is it - electric boost pump or TCM Engine mechanical pump? If its the TCM engine pump, the $950 price is reasonable for an OH. But I would highly recommend using Aircraft accessories in OK. Not to be confused with Quality Aircraft accessories in OK. If yours still doesn't have the steel mixture lever (a SB change) I highly recommend paying the extra ~ $130 to comply with the SB to replace your old brass one.

I believe Spruce is a distributor for all Continental and Lycoming parts (for sure TCM). I just bought 2 pushrod shrouds for my Continental at about $30 a piece through Spruce, but since it was taking a couple weeks to get them, I went to an engine re-builder and bought a couple serviceable ones for under $10 each same day so I could put mine back together.

Although we don't have a great record on on the gear up's it been pretty consistent over the last several years. So despite brokers saying rates increases are from losses, I think Parker's comments on the firming up the insurance market are far more accurate. But it doesn't help we had another gear incident reported yesterday from the 16th in Miami - an M model. That's 5 now in the past couple weeks. The sad thing is that our vintage birds aren't getting repaired any more since insurance is totalling them due to our declining market prices. But hey, its pretty rare to see Mooney pilots botch up landings as bad as this poor Cirrus pilot did and on a 1 yr old "wobbly" Cirrus too! http://www.kathrynsreport.com/2019/02/cirrus-sr22-accident-occurred-february.html

concur, I am sure the OP can get a ferry permit to fly it (VFR, required crew only) to where it can be repaired if he doesn't want to do it on the field - that is if it does have a dent exceeding 1/32 since that make it un-airworthy (assuming not too bad). No dent, just broken off tab without damage to the tube exceeding 1/32 in depth where it broke off shouldn't be a problem. But I don't think you'll find the word "un-airworthy" anywhere in the maintenance manual - that's a FAA term to mean unconforming to the TC. Exceeding any "max allowable" limit is unconforming.

Got nothing to do with certified avionics and everything to do with that Aircraftspruce is only allowed to sell directly to experimental aircraft pilots. Only approved garmin dealers are allowed to sell to certified aircraft. It has its pluses and minuses. But I am pretty sure I paid a bit less than and certainly no more than Spruce's price for my 510 card.

Just one of 4 Mooney gears ups in the past 10 days or so and one of 2 E models to do it this past Monday! (The other E was in CO) Sadly, business as usual for our Mooney fleet at a couple a week. But I feel for the pilot, its got to be any pilots probably worst day ever - especially when it catches the news media

My avionics dealer discounts all Garmin products well below list. Often the installed cost comes out to Garmin’s list price. Why don’t you check with your GTN installer? Their is no installation, just setup that most can do on their own. My concern would be warranty support in case you have to return it - there where a lot of returns earlier including mine. It was a pain to get fully working, but now it’s one of the slickest features of using a GTN - that and VNAV! Sent from my iPhone using Tapatalk

The Ovations don’t use a diverter valve for priming - those that do likely all realize because it’s a unique system. Sent from my iPhone using Tapatalk

Definitely you want to do it. I haven’t done one and don’t know if the exhaust has to come off to get a file behind it; but suspect that may be the case. But the initial inspection should be straightforward. Sent from my iPhone using Tapatalk

The 252 was after Parker fixed up and put a very nice panel in his J model he had earlier. That’s 2 Mooney’s he improved on! Sent from my iPhone using Tapatalk

I've assumed that's SOP for the jump plane to beat them down. And it has always seemed like the jump pilot is actually guarding his flock on the way down right up to touchdown, since typically the jump pilot is listening and watching for any new planes arriving into the TPA and trying to keep them out of the way of his jumpers. At least that's what it sounds like is going on from all their calls which seems all good. I've only been an observer.

In our case, we did exactly that, we had meetings with the local pilots and had a skydiver who had no associations to the new operation, whom is a very good friend of mine, but was very capable of explaining the intended operations and how they work in general with radio notifications etc. At that time their drop zone was expected to be a about 1/2 mile away over an empty old drive-in theatre that was a bit more out of the way. But on their first day, they caught us all by surprise because their drop zone changed to on the airport just a few mere yards abeam the threshold of the common runway. I always wondered if they had permission to use the private property of the theatre of if their earlier intentions weren't exactly honest. But we've gotten over that, it was just a huge surprise to how see how close they were landing next to the runway. The meetings were essential though to telling the local pilot community about the new operation and the importance of monitoring the frequencies, either CTAF or Approach. I should add, we have a very successful and active skydiving operation in our south country area that we are all accustomed too. But that the airport is in the rural area and the drop zones used are a few miles away in open space - not near the airport traffic and not in a urban area. In contrast, the new north county operation is at a very urban airport with no were to land outside of the small airport property, which is why they apparently tried to get access to an old drive in theatre. But if I was a skydiver (which I know nothing about), I doubt anyone would want to land on asphalt that wasn't flat and had post every 20' or so - seems like a disaster waiting to happen. So perhaps it was never really intended to be used. Anyway it has no relevance at this point but just added to our lack of trust being told one thing to find otherwise. The jump pilots have been very courteous on the ground and for the most part in the pattern.

We had a skydiving operation debut at one of our county airports just a few years ago. The pilot community really fought it because the drop zone was directly below the traffic pattern and abeam the numbers. But in the end the FAA could not disallow them any more than any other users. When it first started up, we seemed to have endless complaints, till the Skydiving operation learned they didn’t have priority - this took a lot of complaints to the FSDO with them talking to the operation. We had jump planes announce jumpers away while we had other planes on one of the many popular approaches. After being told they needed to wait their turn and be authorized by approach before letting jumpers away, improved but some of the jump pilots resorted to bullying pilots on approach to go missed early so that they could get okay from approach to drop. As pilots, I don’t think anyone minds waiting our turn so that we can accomplish what we want, it’s usually good practice anyway (e.g. hold for another lap). Fortunately, after a couple years we seem to have found peace and mostly get along well know. My one remaining complaint is the jump planes are often to quick to launch with a low overcast marine layer over the airport still burning off. As the holes move around, this often leads to the jumpers going through the overcast which I understand is illegal. But approach has gotten real good at sequencing both approaches and jumpers with the jump pilots cooperating for safety sake and that’s all I care about. I have several pilot friends that skydive, probably like@skydvrboy and they have been great and actually very helpful at improving our situation for all of us. We’ve been fortunate to have their help. Sent from my iPhone using Tapatalk

Sadly, I agree. We've had a couple other CFITs at night in just the past week, much like this one. One was another VFR only pretty new pilot who took off at night, but departed VMC into IMC into a low clouds without following the ODP turning into a hill - pilot dead, instrument rated pilot on the right seat survives. Then another C172 left LA area headed to vegas at night and also hit just below the ridgeline of canyon wall at about 3000'. This wasn't an isolated mountain like Mt Diablo but flying from the low desert of Palm Springs to the high desert of Joshua Tree area that encompasses a large area at ~3200 right ahead of him. Very possibly following the 62 highway to navigate just below him. No survivors. Those that want to wait 18 months to see the NTSB report rather than speculate are fine to do so, but seeing these happen over and over again I don't need to wait to learn that lack of flight planning coupled with low level flying, especially on dark nights, kills, as does IMC into VMC.

Absolutely, partial panel training should be dependent on your installed equipment. Without backup ADHRs, your partial panel will be based on the legacy instruments that not enough pilots maintain proficiency with. Those of us with backup glass, (not subject to being taken out entirely by a pitot heat failure), and understand our avionics equipment failure modes, will be merely inconvenienced. Sent from my iPhone using Tapatalk

Probably every new GNS user has tried that! Compact Flash, introduced in '94, had only come out a few years earlier than the GNS430 ('98) which had to be much longer in the development phase than the CF. Hard to say what garmin had to work with when they were freezing their hardware design but I'd think its questionable at best to suggest CF technology was even an option for them at the time.

@Vance Harral Vance, good to bring up testing it as well. I agree as a retired s/w professional nothing works till tested iPad GP makes this pretty easy to so via under the connext menu's which shows which devices are connected and status info on each connected device. One thing that may help you get more than 2 bluetooth connections is the "Bluetooth compatibility option". You have to wait till after you connect in GP and then go to the device page under connext, you'll then see it. I have not experimented to see how many connections it will support and I don't know if all the different devices have this option since you have to be connected to the device before you can even see it. But it says with a Bluetooth compatibility turned on, it will only connect to a max of 2 devices, suggesting with it off, it should connect to some number greater than 2. For me its been working fine without that turned on. But I have never had a need to connect more than the 2 pilot's ipad's in the front seat. But I'd try that first since its easy to do but does require a device re-boot after changing it. In fact, I just saw @201Mooniac that confirms above with the compatibility mode option turned off he gets 4 devices connected - so that should definitely resolve your concern for wanting to connect 3 devices. Boy a cockpit full of connected iPads!

Only true of the modern GTN's - not the 430's - soon as you have one in your hand you'll understand since there is nothing else like them. And technically, the cards are TSO'd approved, because of additional s/w on the card besides NAV data. Just be aware.

Back in the day when I ran a pair of GNS430W, like 99% of the pilots, we only updated the NAV data. That's all you really need. Scorched earth DTED (terrain) data doesn't change much and the obstacle data has little value with the limited display on the 430W screens; especially if you don't make a habit of flying low and if you do you'll find your iPad better equipped to display obstacle data. Save the $ for better nav data coverage. The data cards are proprietary. When I used mine they were only available from Jepp, but that was before Garmin also provided Nav data so that may have changed. At least with Jepp, you could download the Nav data at home onto a laptop, then in your hangar you could program the cards without an internet connection. I'd bet you get the same convenience with Garmin's downloading app. If you travel with your Mooney, you'll want the full US coverage, If you ever cross the border North of South, you'll need an Americas' subscription.

The Precise flight SVS system is better than nothing, but by a very small margin given that you need to pull MAP to be lower than ambient pressure. They are far more useful in a NA aircraft and I've always wondered how they got approval for installation in turbo's. But I guess at least you get something back for the approach once you get down low. Most turbo's have the electric standby vacuum system. But these days glass is the better direction. Here is a copy of the AFMS - which you can find either on Mooney's site or from Precise. But remember on your way down you still have the electric turn and bank, keep the wings level and just reduce power to come down slowly in control. I only say that because we're still losing pilots from vacuum loss emergencies - our last one was an ATP just a couple years ago in a Bonanza that perished when he broke up the aircraft after less than a 2000' of descent from over stressing the airframe. AFMS Precise SVS.pdf

There are two separate bluetooth connections with your FS210 and GTX345 exactly as @Bryan said above. I humbly suggest you learn how to connect to your GTN345, in addition to the FS510, so that you will have access to the backup ADHRs in an emergency since you're not yet able to do so. The "how to" is in your Garmin documentation. My iPad with GP is always connected to both since if I did lose my GTN and possibly more, that would not be the time to figure out how to get connected to the 345. Once you set it up, it'll always reconnect with always reconnect on.

Neither The Acclaim nor Ovation have a diverter valve, which is why it doesn’t apply to them. Sent from my iPhone using Tapatalk

Exactly right!