kortopates

You just need to enable showing positional flights in your flightaware settings. Then it will show all your ads/b data. Sent from my iPhone using Tapatalk

I am really not buying a flight test is required. If the system holds pressure when turned off that proves the high pressure lines are okay as well as the regulator is shutting off and the fill port isn't leaking. If you are only losing air when operating it, that suggest a leak in the low pressure lines and outlets. Have you turned on the regulator and then checked all the outlets and low pressure lines? Despite being altitude compensating its still putting out enough pressure at sea level to find a leak - just try leaving it on. Its hard to believe the regulator that isn't leaking when off then leaks when on somehow? You can also try contacting https://www.c-l-aero.com/ in Redding CA, they specialize in O2 systems and can help you troubleshoot and are the ones to rebuild your regulator when the day does come. So they know all the possible failure modes. I'd give them a call, they're very helpful folks.

Don't confuse Date of Manufacture with Model year. Its just like cars, manufacturing of 79 models began in the fall/winter of '78. Your FAA registration doesn't list Model year, only manufacture date. There was an STC for the 231 to modify earlier bench seats to fold down - i had it done to a prior 231. I can't recall who's but expect a call to LASAR would be fruitful.

I don't think Zeftronics has anything approved for the 28V systems. But the IPC part no's should be good and LASAR can tell you your options. Also their is a repair station in NY that can repair all our 28V regulators - Consolidated Aircraft Supply https://www.consolac.com/ they're not cheap but nor is the cost of replacing Mooney regulators.

You'd bet wrong. There was more than one version of single pick brakes used between your C and the midbody. The long bodies and Encore use a double puck brake. However, this doesn't improve braking action like you might think. It mainly improves how long the pads last. Same tires with same contact area, albeit more weight. Sent from my iPhone using Tapatalk

+1, start here, very easy to do! These shouldn't be leaking O2 when you turn on the O2 without anything plugged in. Sent from my iPhone using Tapatalk

Yes, with the caveat being RNAV GPS Approaches with RF legs which do not require special authorization, just the equipment. For an example, see KCRQ GPS X 24. These require a navigator that supports RF legs and a auto slewing HSI. Which usually means a glass EFIS but doesn't have to. The GTN navigators support RF leg approaches. Obviously the RNP is a tighter tolerance version that requires more equipment including use of AP & flight director, IIRC, and training. I doubt we'll ever see the RNP version in GA, but the GPS version has been available to us since the GTN's provided them - maybe a couple years ago. Sent from my iPhone using Tapatalk

Never been anywhere that compares, so I've always felt the sunshine tax was well worth it! Thank goodness not everyone agrees but a lot do. Sent from my iPhone using Tapatalk

Just like the original G500 does. If the G500 AHRS fails, one still has the GTX345 as backup to use by bluetooth connecting to it.

Its a J model and so far only the incident/accident report that just says "Aircraft Landed on grass". https://www.asias.faa.gov/apex/f?p=100:96:12169316330885::::P96_ENTRY_DATE,P96_MAKE_NAME,P96_FATAL_FLG:20-JUN-18,MOONEY But it is being labelled as a accident, with substantial damage, and with pilot and pax both with minor injuries - hope they are okay.

Thanks for sharing your horror story! Who did your CMI pump rebuild? Did they bring it up to the latest pump configuration for your TSIO-520 called out by CMI? Your story is a good lesson/reminder for many that think its okay to load the family up or depart IMC right or even for a long x-ctry flight right after extensive maintenance when really a maintenance flight is is required to prove the aircraft is all okay first. Ground run ups only go so far.

That’s not true about flap limitation speeds applying to full flaps only. Only a few of later model Mooney’s including the later J’s have a higher limit speed for approach flaps. But when this applies the flaps have a detent position for this setting, it’s in the POH and it’s in the TCDS. Without those caveats it doesn’t apply. Which is one reason my approaches are flown without flaps since I am the top of flap range and sometimes above. Sent from my iPhone using Tapatalk

Electrical parts are actually listed in the last section of the maintenance manual along with schematics. Sent from my iPhone using Tapatalk

Nice photo's of the screens. But recognize not all fuel servo's have a screen. For example the TSIO-360's don't. But we all have a gascolator and a very tight mesh final screen in the fuel divider which will capture anything larger than piece of lint sized debris which is why many if not most blocked injectors occur from maintenance rather than debris that traveled through the fuel system.

Yes, we get another 2 kts TAS for every 1000' of density altitude. (I assume you were looking at Speed vs Alt/temp vs Power) IAS is staying the same but TAS is going up with altitude and that's why its silly for us to fly low.

Awesome Don - a big congratulations to you! 50 years of flying is indeed a lot of history - well deserved award! Sent from my iPhone using Tapatalk

Hah, hah! Now I feel embarrassed because I bought my original one from Bajabush for double the Amazon price, but over a dozen years ago so no telling what I paid then except he's getting $17 now. its been real handy on occasion.

All I could find so far: https://www.courierpostonline.com/story/news/2018/06/14/marlton-man-robert-winner-timothy-scannevin-fatal-burlington-county-nj-plane-crash-ntsb/701012002/ "Shortly after takeoff, there was an occurrence that caused the aircraft to crash, and that crash did take place on both sides of the road," New Jersey State Police said Wednesday. "There were a lot of trees in that area and there was some contact between the aircraft and the trees." Witnesses described seeing smoke and shadows cross through a field and over the roadway before seeing the plane crash into a patch of woods. Winner is the registered owner of the downed aircraft, according to federal databases. The Beechcraft Baron took off from the Lumberton airport around 9:04 a.m., according to FlightAware, an aircraft tracking website. That plane's flight path appears to have gone offline a few minutes into the flight near the area of the crash scene, according to FlightAware data. The last recorded data point was a little after 9:07 a.m., just over three minutes after departure and just west of Smithville-Jacksonville Road. That plane descended from 1,300 feet to 400 feet in less than 90 seconds, with no further data points recorded. ----------------------------------- A bit of wind but no ceiling: KVAY 141354Z AUTO 28007G18KT 10SM CLR 24/09 A2987 RMK AO2 SLP113 T02390089 KVAY 141254Z AUTO 29008KT 210V330 10SM CLR 23/09 A2987 RMK AO2 SLP114 T02280094

I bring along this this shaker siphon tool when traveling in Mexico where fuel can sometimes be problematic. It doesn't weigh anyway and requires no sucking - just shaking the end to bring the fuel up and then gravity takes over. Clever and easy and best of all no fuel fumes in the mouth. Shaker Siphon Hose

Technically anything not listed under Preventative Maintenance requires A&P supervision - so I would think yes. And some would also extend that reasoning to say that in a retractable gear Mooney, a pilot really isn't allowed to change a tire since when changing a tire on a retractable AC the FAA guidance under 43.13b requires us to make multiple gear swings to ensure the new tire doesn't catch anywhere and the gear doors are still properly rigged since these additional activities fall out of the scope of PM on retractable aircraft. Until it happened to me, I used to buy in to the argument of some that if you don't change the tire brand/model you should be safe to skip the gear swing checks. But then I put on a new FCIII tire which did bind when the old worn one did not. This had me stumped till I traced the issue to a new shock link tower installed when the tire had about half it's tread. It was off dimensionally just enough to cause the problem. Replacing the pretty new shock link with yet another new one solved my problem. That was one time I was glad I didn't skip the gear checks or I would have had problems soon after. Personally, I've always suggested the same advice that I am required to follow as an A&P, if you've never done the task before, always seek supervision from an A&P that has the first time you take it on to make sure you learn how to do it properly; even its only changing the oil or a spark plug. There is the legal aspect and then there is safety and protecting those that fly with you.

A 500 hr IRAN should be all you need till you overhaul the entire engine. Sent from my iPhone using Tapatalk

Airspeed safety switch speed is in the Maintenance manual, IIRC its in the 60-67 kts range. If you have jacks, you can test it out in your hangar to verify if its in spec per your Maintenance manual cause I'd bet you were probably over the spec'd speed since its pretty low. But also next to your gear switch in the cabin should be a red switch that illuminate when the gear switch is up but the air speed safety switch is preventing the gear from rising along with the horn activating. You only need to push the illuminated red switch to bypass the airspeed safety switch and raise the gear. Not absolutely sure which year the bypass switch started but I thought with the early J's and its been retrofitted to many F's and can be added if you don't have one yet. That's the correct action while climbing out of a high density airport whenever necessary. Were are you at KSEE? I am Sky Harbor D-7 near Circle Air. Come say hello some time whenever near by.

All good points, but Garmin has never been the hold up or issue here with respect to upgrades or lack thereof. At least from Garmin's perspective they'll say they have the upgrade path buts it's up to the airframe manufacturer to go through the certification process in order to amend the type certificate. Thus Mooney and not Garmin, bears most of the responsibility and cost to see this happen which is the critical differentiator between STC'd retrofit avioincs and fully integrated airframe manufacturer installed avioincs like the G1000. Thus the primary point of this discussion by many of us is that for G1000 type of airframe approved avioincs is that we become entirely dependent on airframe manufacturer for the approval process. It's an interesting question how much Mooney's without WAAS will devalue relative to those with. But it's a real shortcoming these days with all of the avialable GPS approaches with some form of glideslope. But obviously we still have a couple hundred longbodies flying without the benefit of WAAS that didn't see the need to upgrade when it was available for a fraction of cost I imagine it will become down the road. Plus there are still lots of GNS non-WAAS boxes still flying with many only getting upgraded when they break. Of course the big difference is there may not even be a defined upgrade path for those non-WAAS G1000 Mooneys for quite sometime till Mooney approves one. Sent from my iPhone using Tapatalk

It's certainly related if the mag securing hardware has become loose to shift the timing and leak oil from the mag. A few have been known to literally fall off from not re-installing or re-torquing with new and proper lock washers per a Lycoming SB. Sent from my iPhone using Tapatalk

Draining fuel, outside of the hangar, and storing in the hangar are all dangerous activities. Your hangar agreement most likely prohibits Storing fuel in your hangar as well. These are reason enough most of don't top off tanks till we know our fuel requirements for the next trip. Perhaps most importantly there is no known benefit to keeping your tanks full versus partially wet; especially in the hangar. Sent from my iPhone using Tapatalk