kortopates

We're on our way, but probably won't get there before noon mtn time, but probably by 12:30pm. Would be great to see you there if you two can make it. But doesn't look like many will be joining us.

Its a Mooney part #, but notice there are 4 different part numbers listed with different effectivities depending on your year. Some, like the last one, also list the part source. As @carusoam Anthony said, calling Lasar or your favorite MSC with your year/serial number will get you what you need. Or if you expand on what year/serial number perhaps Clarence will narrow it down for you.

Where are you based Eli? I am at SEE.

Thanks, and it just dawned on me that's Mountain time. An hour a ahead of my socal time!

We might be able to join you, checking on it now but is looking fine from SOCAL; just gotta make sure I can get back in okay too. What time do folks expect to be there?

One thread on this tragedy is enough

You didn't say what year or model of the K you have. The vacuum still have a CB to operate the electrical relay and annunciator. There are some easy ways to tell in addition to what Lance suggested. If you have the Standby electric vacuum as most K's and all 252s & Encores do, verify they don't raise with just the master on but do raise with the electric standby vacuum on since that will provide the necessary vacuum to deploy them. Also you can get under the main wheels and look for a bicycle cable conduit traversing across the rear of the gear well area from the center belly to the speed brakes.

You can confirm looking it up in your IPC Sent from my iPhone using Tapatalk

You want to send it to Bobbie at Globe. The “repair” will be a new motor to the current new production Mooney spec with the next size up roller pins which will help longevity. Much cheaper than new from Mooney even though that’s exactly what you’ll be getting. Sent from my iPhone using Tapatalk

Not all are called out in the maintenance manual and thus not all are ordinarily removed at annual. The manual calls out very specifically what needs to be done at each panel that is to be removed. There is the occasional task or deeper inspection that might have you removing such a panel e.g, such as perhaps pulling a new wire etc. Sent from my iPhone using Tapatalk

I really doubt an A&P would do such a thing - plus Cherrymax are $$. There are lots of Cherrymax rivets under the wing so I am sure the hangar fairy was just going by inaccurate memory. Sent from my iPhone using Tapatalk

Mooney didn't use Cherrymax structural rivets on inspection panels only Avex non structural which are easy to remove once your hangar ferry learns from someone with experience. I suggest the latter so you don't end up making the holes any larger. Sent from my iPhone using Tapatalk

Whether it's worth it or not depends on how you value your life and your pax's. It wasn't a decision that I had to think about Although the 121.5 signal is active soon as its turned on, it does take a while for the 406 burst to go out. I recall 50 sec on the ACK 406 but a quick review of their doc can confirm. But if you're gliding to the crash site with any altitude you should be able to get at least one 406 burst off before landing. Antenna cable disconnection during a crash sequence is highly unlikely, there is only a few feet of coax between the ELT and the top of the fuselage where the antenna is installed and the unit which should be directly below the antenna. Its not like you'll have the antenna and unit in separate sections of the fuselage that can separate (that's a requirement in the install manual if I recall). Of course the biggest risk is the antenna snapping off but obviously there are no guarantees and all we can do is stack the odds in our favor of being found quickly. I carry a personal 406 as well in my survival pack. As previously discussed, each manufacturer only approves certain antenna's and also have certification requirements of the max angle from vertical allowed; which prevents most from being installed in the dorsal fin. But if that is important to you, I recall Emerging Lifesaving Technologies has a 270 degree antenna option and builtin-GPS that at least one person has said they could install it in Mooney dorsal fin. But that 406 is the only one without 121.5 broadcast which is a requirement for me since its still the technology in use and often relied on for last mile despite 10m accuracy of WAAS GPS location data.

You can decide to go missed anytime before and start climbing if there are no altitude restrictions, but you can not start navigating to the missed until you get to the missed approach point and follow it as published or alternate instructions you were given when cleared or by tower - or - get cleared to do so early. Turning off early can not only expose you to a CFIT but also get you deviated for a loss of IFR separation. Sent from my iPhone using Tapatalk

Only Garmin dealers get access to this part of their website. Pick one. Sent from my iPhone using Tapatalk

Good habits with setting up the altitude for the missed. But why setting up for the direct to the MAP? We still have to fly to Missed approach point before commencing the missed approach to the missed approach fix - which is rarely direct anyway. The TERPS obstacle protection is lost if we turn before getting to the missed also. Soon as we do get to the missed approach point, then simply activate the missed (unsuspend) the GPS then sequences us through the missed approach procedure leg by leg. There are some rare procedures too where it may be necessary to descend on the missed because of max crossing altitude restrictions. (One in my neighborhood has caused many pilot deviations). One nice feature of the current GTNs is that these IFR altitudes are in the GTN and displayed on the G500 to use. Sent from my iPhone using Tapatalk

Definitely only need it for the nose wheel. It only slowwwssss down the process on the mains. Sent from my iPhone using Tapatalk

What about the recent Aspen AD with Ads-b data? We have many other Aspen users with the 345, but I assume with the new AD it just means you won't be able to have AdsB Wx (maybe traffic too) until Aspen comes out with an approved fix. But check the AD to stay informed. Sent from my iPhone using Tapatalk

After you replaced the bearings, did you find you had to get different sized shims to get it snug - and thus order them? Sent from my iPhone using Tapatalk

Yes, I suggest reviewing the Whelen site since they do an excellent job of showing you the requirements with some great graphics. The regs vary by year too but you'll see their info on anti-collision light requirements (your position light system is not an issue). When you see the Whelen diagram note Mooney installed the tail strobe since the wing strobes are buried in the wing tips they are not visible from the rear, just the front. https://www.whelen.com/pb/Aviation/Catalog%20Price%20Lists%20and%20Manuals/Anti-Collision_Light_Systems_Installation_and_Service_Manual.pdf I know of many S/R pilots whom occasionally get into the flight levels to top weather. Sent from my iPhone using Tapatalk

Indeed, that's most common to combine a bank of cylinders or all. Mine is one per side. Sent from my iPhone using Tapatalk

I asked about moisture because I was wondering about the feasibility of using one to fill my built-in 115 cuft bottle. Moisture would be a problem. In looking for spec’s all I could find is “over 90% 0xygen" and that looks like a problem - not so much in practical use but it's not ABO eithet. Oh well... But at how little I pay for refills, I'd have to get a super deal on one just to play with it. Sent from my iPhone using Tapatalk

Are these home concentrators going to provide a moisture free O2? Sounds great if so. Sent from my iPhone using Tapatalk

You could be using too large of a USB memory stick to work with your JPI; especially with the older firmware. I can't recall the limit but either use an older smaller one or check on their website. Or it could mean your units memory has a problem and it needs to go back to repair. @Bob - S50 above is spot on regarding a possible induction leak at idle, given it's going away mag check RPM that's suggestive of your sniffle valve (cylinder drains) not sealing. You could pinch off the cylinder drain hose to see if that helps but the folks at Lasar will check this for you. But any leaks absolutely need to be fixed, but finding them is more expensive than fixing them but given your monitor is pointing to #4 it shouldn't be that hard.

yep, that way there tail strobe works for everybody whether they needed the white position light with the strobe or not; and probably most do.