kortopates

You were very fortunate, but there is no way you can refer to a licensed A&P/IA as a "hangar fairy"! Although fairies are unable to write (log book entries), and most don't have access to documentation or can't read (maint manuals etc) A&P/IA is fully literate and god in the eyes of the FAA.

The 252 flaps are rigged entirely differently than the 231. The 231 has only 3 positions and just like you said, its not practical to run your 252 at fully closed nor is practical to run the 231 that way, so the closed position actually has to allow for the minimum opening. But since the 252 cowl flaps don't have this problem in that they are infinitely adjustable, instead they are rigged such that the closed door trailing edge is flush with the bottom cowling when closed; despite we don't actually operate them fully closed. When adjusted there, that gives the proper amount of opening in the fully open position and proper cowl flap degree of opening indication in the cockpit. Also I believe you're telling me with your vernier cable control you retain the full adjust ability without any creeping - if that the case that's much better than I thought. I would love to see a picture of cockpit pedestal with the vernier control and position indicator since I have never see this setup.

Me either because Mooney only used them in 24v aircraft. But check the K IPC to see if they listed a 12v to be sure. I wonder if you actually have a 24V that moves slower? Keep in mind the new current motor spec that Globe returns has a larger holes in the shaft and you will likely have to drill out the 2 holes in the mating part as discussed in the other thread on this. But that is a good thing since it makes your old mating part like new again, I.e. Gets rid of wear in the original holes that have become elongated from wear. Sent from my iPhone using Tapatalk

That begs the question, but I assume the 262 mod by them included the 252 cowling with the single lower cowl flap door. How they put the electric cowl flap motor in I don't know since Mooney did not use a 12V version but should really check the IPC to see if they have such a part. Interesting question. But it's well worth it. No doubt I am getting a few knots speed improvement with it in every flight because of its adjustability and the first motor lasted 29 - didn't even actuality fail but I OH'd preemptively when I had the engine off since the hole on the shaft has worn elongated and I was concern for future failure. Globe said it was a tired motor. Cost was only a few hundred $ through globe and they send you a new motor, Mooney, whom I like to support as much as I can, charged $1400 then. Still the cheapest speed mod I have! If you can retrofit it, it's well worth it. I'd offer a ride in mine but I think we're far apart. Sent from my iPhone using Tapatalk

Cyl #4 is definitely showing signs of a sticking valve a.k.a. morning sickness. But the data on #1 is inconclusive and I doubt you'll find #1 sticking. It should really be sticking from startup and thus show a cold EGT from startup, but a normal EGT at startup that then goes cold temporarily may not be a sticky valve. More commonly, its sticking at startup and then as power as applied it will un-stick itself - till the day comes when it doesn't. Or during low power cruise as it cools it will begin sticking open again. But anytime while its sticking, you're engine is at serious risk of eating a valve which makes it well worth addressing asap to avoid.

I was originally headed the Sandia 340 unit myself - till they came out with the ESI-500 after the Genesis. With the full stand by capabilities and the added Nav capabilities I thought it was it was worth as expensive as it was so that I could drop an extra OBS-CDI display for Nav backup if I lost my G500. Plus at the time, Sandia was having issues with early units and they were having to go back to the factory for firmware update which was giving me cold feet. Although that shouldn't be an issue now. But with the ESI-500, its just my G500 which displays both GPS and VOR/LOC inputs and the ESI-500 with switch to enable displaying Nav inputs from GPS#1 or GPS #2 (which are GTN750 & 650) for instruments. Very clean panel. And I still have the option of adding Syn Vis to the ESI-500. Truthfully, I have backup Nav on the GPS's directly, but the the GPS displays don't provide GS without an external CDI, hence the desire for a backup nav display.

Curious, I just helped a friend get the B&N standby alternator added to his Bonanza. B&N makes a few different models, 2 of which are for Continental big bore engines which would work on the Ovation, but only with a field approval - since there is no STC for the Mooney. These standby alternators are only 20 amps and need 2000+ rpm to do that. Of course they're better than single alternator, single battery configuration, but not nearly as a capable as a true second full output alternator such as on the 252's, and Bravo's. I have not heard of one fitting on the TSIO-360 engine vacuum pad - its too tight of a fit with the starter as far as I know. The belt driven true second alternator used on the Continentals require a different starter adapter configuration. Not sure if one is available for the GB or LB. But even on a 252 that lacks this option today, years ago you could get the required starter adapter for a few thousand dollars, swap out your old one and add the second alternator for a few thousand more but now (a few years ago actually) they were quoting $8K for the starter adapter alone, then add the cost for the alternator and re-wiring in the cockpit to the buss, load meter etc and you'll quickly be over $10K. Most people find it easier to find another air-frame that already has a second alternator rather than pay today's cost to add one.

This normal Don, the closed position is suppose to be about an 1" to 1.5" open. Never fully closed. Mooney and Continental found early on in their 231 testing that fully closed closed caused two problem, not only no airflow but it also created back pressure at the cowling inlets which added significant drag cost measurable knots in airspeed. When properly rigged to be open a bit, not only does the closed position provide the necessary minimal airflow through the cowling from top-front to bottom-rear, but the plane cruises a measurable number of knots faster too. I forget exact specifics, but I recall its was 3-4 kts.

The electric cowl flaps, creating infinitely adjustable cowl flaps, is one of the best features of the 252's cowling since it enables you provide just as little cooling as you need without incurring excessive drag. It couldn't be easier to operates since you set it where you want it and it won't change on you. I don't believe there is any approved cable replacement of the electric cowl flaps, just a prior owner that got frustrated with loosing the motor. Getting the motor repaired/overhauled is easy to do through Globe Motors in AL. Their turn around is about a week. Just search Mooneyspace for more than one thread discussing the details and contact info.

Good to know! I'll have to check into that. Thanks!

No, I haven't looked into whether or not the G500 magnetometer is compatible with the ESI-500 inputs. That's an interesting thought. In actuality though, I am always looking at my GPS TRK versus DTK on approaches, more so than a CDI, so having TRK there may prove more valuable to me anyway. But the jury is still out on that for awhile.

Please do check with them and let us know what they tell you, because they show they meed the TSO's for all the pitot-static instruments which would not make sense if it wasn't approved nor would we be able to use it as a sole source stand by; which it is commonly being installed as.

??? - Not true. This is what it was designed for and is being installed as the sole back up instrument to support an EFIS panel (i.e. without any other pitot-static instruments). The base unit covers them all but heading, but heading is available too with the $1500 magnetometer option which I didn't get so the unit displays Track while the compass provides heading. See the TSO approvals in the specifications http://www.l3aviationproducts.com/products/esi-500/#1441874218832-398800e3-835ed211-c94673d5-f72d Plus with the Navigation option I have a second VOR/LOC/ILS/GPS navigation.

It does Byron (prohibit it), I went with the L3 ESI-500 for my G500 as did Don on his G500 and Chris on his dual Aspen. This is specifically what the ESI-500 was designed for. However, as stated above some FDDO's are allowing installers to ignore that the G5 has not been approved for EFIS backup and provided a field approval. The other Paul S - gxrspilot - above was the one that got field approval for the G5 with Aspen. The $ savings just isn't worth the added risk to me, even with dual GTN GPS installation. Sent from my iPhone using Tapatalk

Like all iPad/android pilot apps, Garmin Pilot works by pre-downloading all maps, charts, including documents like AFD info onto the storage on your iPad or iPhone. So as said above, you need to download coverage for all areas you plan to fly before you intend to use in flight. So go to the Downloads section and select all the areas you need or intend to fly in. Your GDL 39 is only providing you with GPS position information to show your position on the downloaded maps/charts (and of course ADS-B weather and traffic). In fact, using your GDL 39 you can turn off the cellular portion of your ipad/iphone by putting it in Airplane mode to save battery if you'd like; and just keep bluetooth on to interface with the GDL 39..

Falsifying records is serious and if truly done maliciously I would expect your IA, whom is unbiased, would want to bring it to attention of his FSDO to discuss investigating. As for "recourse", are you referring to negotiated sale price based on misrepresented ads? It's easy enough to put a value on 1200 hrs of engine time. For starters one would have to ask is the potential value worth the lawyer fees you'll spend pursuing it. If the records were falsified before the prior owner it seems it gets very complicated quick. Sent from my iPhone using Tapatalk

When used as Primary to replace your AI, you'll have the "redundancy" of IAS, Turn Bank, DG, and Alt just like you always had with a 6-pack. Remember it's only primary for Attitude. But if you use it as a backup for an EFIS system like an Aspen or especially a G500 you won't have any redundancy to support the G5 if you loose it. Consider the Achilles heal of the Aspen, air-data, and say you loose the pitot ram air because because your pitot heat fails or any number of reasons as simple as a break in the line. This brings down the entire Aspen, multiple Aspens doesn't help either. Now you don't have a backup EFIS certified to degrade to an acceptable performance level with a loss of pitot air data. Now what? Stick to something that was engineered to meet the requirements of how you intend to use it. They're really not silly requirements. Sent from my iPhone using Tapatalk

Hopeful you or your mechanic also tested the manual emergency extension mechanism as well. The brass clutch can get chewed up from multiple attempts with the latch unlocked. Sent from my iPhone using Tapatalk

AFAIK it's still on going now and likely will be for years. Sent from my iPhone using Tapatalk

Mine is almost done, but: All counter weights on all control surfaces except for the top rudder weight Dual puck brakes are part of it along with inner and mid gear doors - this includes changing out the master cylinders and some connecting hardware. The brakes are the big part of the job since it pretty much replaces entire brake system and also requires new spindles for the beefier brake torque plates to mount to the spindle. in addition to the prop governor, it needs a re-configured controller to increase the MAP 36" to 39" and re-configured Fuel Pump to increase the scheduled Fuel flow. -- the part about a 231 beating a 252 is purely marketing propaganda by Merlyn and nothing more; since its the other way around

Not sure I understand - When your medical expires no longer have a medical to exercise the privileges of your pilot cert and ratings that require a medical e.g., being PIC, till you get a new one. But you don't have to wait till your current one expires before you get a new BasicMed or new Medical. BasicMed is just alternative medical cert that you need to act as PIC in lieu of a regular medical. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_68-1.pdf

Not the parts list, but this picture shows the hole is covered. But the cover does not make an air tight seal, air still bleeds out.

From memory, that all looks normal to me for pressurized slicks. The JPI RPM sensor does not change the original slick hardware - it just adds the washer and sensor underneath the original screw in cover. You can and should verify the correct hardware in L-1363

Personally, I think the contract is way over regulated. It brings into question as to whether the insurance policy is covering the renters. Of course legally it is, yet why the contract contains so many listed restrictions which the insurance company does not care about just leaves me with the impression that after the insurance company settles a claim with the owner and if the owner is not entirely satisfied with the result they may simply go after the rental pilot using one of the many provisions in the contract. Meaning a renter is going to need additional insurance for the additional risk the owner may be trying to protect themselves from the renter - no thanks. Further, the lack of mutual respect shown for rental pilots time in scheduling, and many of the superfluous restrictions including needing owner permission to schedule an overnight trip and further restrictions on local airports (big bear, catalina etc) when this is not a flight school are all a bit over the top IMO. It all reads to me like an owner wanting to subsidize their airplane ownership experience but without any inconvenience in the process. But I am no doubt jaded after belonging to the most successful and largest non-profit flying club for many years with a very large fleet of aircraft. In contrast, the members rules or bylaws are only 2 pages of text compared to your 6. Members are able to make up to 5 reservations for scheduling aircraft at a time and despite a lot of training usage (with the trainers) there is only a 1 hour daily minimum for renters taking the aircraft out of town. The owner leases their aircraft to the club at a fair yet very competitive rate (there are over 30 aircraft across 4 neighboring airports) but the owners get no special privileges - i.e. they can't bump another members scheduling of the aircraft. I can add Members view any aircraft relationship as an investment of their time and money. All the same models of planes have different equipment installed and have their own idiosyncrasies. Therefore, renters shy away from owners that are not constantly keeping up on squawks and maintenance. There are plenty of things the owners don't like too, such as being hard on the battery by running the radios before startup to save on the hobbs, overdoing the brakes on short field landings and spotting a tire etc. These are not unknowns at all but purposely being left out of the bylaws because they can't effectively be regulated in the bylaws. So owners factor these cost into their rental rates. Just try to equitably enforce a rule about flat spotting a tire - the reality is the person doing it will likely not fess up even they even noticed it (they usually don't) and then it goes unnoticed for a number of flights. The club looses plenty of members from much more serious issues that should cause member terminations, but an accidental flat spotting of a tire, re-fueling policies and bumping rental schedules should not necessarily be ones to cause members to leave. Its far easier to rent at a wet rate than a dry rate. Yes a dry rate enables renters to choose to fly a bit more economically by being more careful about choosing the airports they visit and take on fuel but the hassle in a dry refueling policy is typically too much for all involved. Wet rates keep it simple. No question one can't write by laws or a contract to cover every contingency. But it is not executed with mutual respect for all parties it seems it serve more as point of friction than simply delineating the really important issues. Just my opinion from years of experience of flying with the most successful flying club in the country.

Its an Ovation From the article: "The plane was headed back to Chilliwack when it requested to land in Victoria, becase [sic] the pilot had concerns about the landing gear." That sounds like a misquote, as we would not expect a pilot to make an emergency descent for landing, if that's what that was, or take any extra-ordinary measures, to get down quickly because of concerns for the landing gear. Yet descent rate was at 3K/min, on and off for most of a minute.