kortopates

I teach the impossible turn maneuver to all kinds of Mooney pilots; even a past student pilot. With our good glide ratio and some practice this is not a hard maneuver. But i don’t think anyone can learn to do this from a video, but hopefully the video inspires folks to seek out training on how to do this since few will pull it off without practice. This is why we first start off with simulating the departure climb to a safe altitude, pulling throttle, waiting 3 sec for startle effect and commencing a 360 degree turn to measure your altitude loss. Every single person has improved significantly with some coaching and practice with each successive try. We’ll add 50% buffer to their altitude loss to derive their personal minimum turn back altitude. Usually by the third try they’ll be ready to make a successful try. I’ve successfully done this with student in calm winds to winds over 30 kts always returning to the departure end of the runway. With strong winds you have a whole different problem than making it to the runway but slipping down steeply enough before you’re out of runway. There are important considerations i am not going into here but my intent isn’t to instruct in this post but to encourage everyone not practiced in this maneuver to seek out expert training and practice in it to be proficient. As pilots we can’t have too many tools in our tool bag not to mention knowledge and proficiency adds to our safety immensely. Sent from my iPhone using Tapatalk

If you didn’t own the aircraft and didn’t hire the shop directly to perform the annual then it would not have been your annual but the sellers with no need to communicate anything to you. Very possibly the screw interfering with the aileron tube was added by the shop doing the annual if there isn’t much damage to the tube. as a new inexperienced owner it’s too bad you didn’t use Savvy Aviation to manage your pre-buy and annual as you would have gotten good professional advice to avoid these mistakes. Too late for that now but you can contract with them for the QA service which is a consulting service to help you with your next steps. See SavvyAviation.com for details. Sent from my iPhone using Tapatalk

Not exactly, just two GI-275 displays capable of displaying the one GEA’s data. Byron, how do you have it set up such that RPM doesn’t turn Red exceeding Redline at 2720? Or is that a Garmin thing i wasn’t aware of? Sent from my iPhone using Tapatalk

More important IMO to make sure you are with an underwriter that won’t drop you at a certain age since the ones that don’t generally don’t take new risks on after a certain age like 70. Cheapest price shouldn’t be the primary factor for older pilots but continued insurability and limits IMO. Sent from my iPhone using Tapatalk

Yes when in conjunction with modern CIES fuel level transducers in the tanks. Sent from my iPhone using Tapatalk

Pilots are the best obviously! Sent from my iPhone using Tapatalk

Indeed: 91.9(a) (a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying with the operating limitations specified in the approved Airplane or Rotorcraft Flight Manual, markings, and placards, or as otherwise prescribed by the certificating authority of the country of registry. (d) only applies to helicopters Sent from my iPhone using Tapatalk

The GARMIN AFMS limitations are FAA Approved. Can’t top that. Sent from my iPhone using Tapatalk

Of course, it’s not a traffic cop and doesn’t know if you are flying under IFR rules where it may be required or under VFR rules where it does not. But Jepessen would stop displaying charts expired for more than 6 months if i recall properly, i think Garmin charts has a limit too. Sent from my iPhone using Tapatalk

I agree with you. The debate occurs because the AIM provided guidance is the same as what Garmin provides for enroute. But since the AFMS always trumps the AIM the AFMS is the controlling guidance. So it would be a big mistake to show up for Instrument Practical exam with an expired database knowing you’ll be expected to fly an RNAV approach. But in more practical terms if an approach plate has not been updated after the database expired it’s going to be fine even though not legal - unless it’s been retired in which case ATC won’t clear it. Sent from my iPhone using Tapatalk

Savvy didn’t manage this. If you read this from the beginning you’ll see he didn’t contact Savvy until well after the OP authorized work. He contacted us for help after advice from people here on this thread plus we only manage maintenance with shops that agree to our processes and terms. So the OP did end up using us as a consultant to help him with the shop but it was well past our ability prevent what had already happened- nor are we lawyers that try to intervene after the fact. But you can ask the OP if he’s seeing value by contracting with us. Sent from my iPhone using Tapatalk

Absolutely concur. Sent from my iPhone using Tapatalk

Yes, in the cases i’ve seen though it resulted in high CHTs and chewed up the cylinder walls pretty bad. So cylinders were replaced. This is more of a Superior cylinder issue because the installing A&P has to assure proper ring gap at installation whereas other cylinders usually come already properly gapped so it can be missed when the installer doesn’t read the provided documentation and warnings that come with Superior cylinders. Sent from my iPhone using Tapatalk

Actually most J&K's that have the K wingtip do have the Whelen recognition lights - except for the earlier models. I can't tell you what year they started but Whelen designed the the new LED recognition light specifically to replace the original recognition lights for the Mooney wingtips used in the J&K and up https://flywat.com/products/mooney-led-wingtip-recogntion-light Its a minor mod to install these since they are a direct replacement for the lights used on later wingtip Mooneys. Pulsing them is a good improvement. I use them with a LASAR pulser that is no longer available and think they work great as do many other Mooney owners. Since there is no standard for these and you aren't replacing the other required lights your IA has much more slack in installing them, but its his opinion that matters here.

You haven't said where you're expecting to install this, so I am assuming by replacing the whelen recognition light. The first one seems like a non-starter with its dimensions, The SunRay EVO III is smaller than the Whelen recognition light and is going to require your installer to fabricate a means to mount it in position - the whelen light as I recall just floats there due to its dimensions. I suggest you discuss with your IA to see if he wants to tackle such a thing. You have so many options with the Whelen LED light an pulsers mentioned above that would not have the obstacles this would. Each obstacle, installation mounting and approval will cost $$.

Maybe if you shared the product you want to install we may have a better idea. “Position” lights have to meet a TSO standard, “recognition” lights do not. A Field Approval is a 337 submitted by a mechanic to the local FSDO for sign off by the FAA. My local FSDO is so understaffed about the only way to get a field approval is to present one signed off for the same mod you want by another FSDO already. Any field approval must essentially have approval from the FSDO before starting. FSDO’s vary on their opinion of unapproved lighting. Best to be asking your IA that does your annuals. He/she could say he could do it as a minor mod, check into getting a field approval for you or say no way will it get approved. The specifics matter. Sent from my iPhone using Tapatalk

Maybe if you shared the product you want to install we may have a better idea. “Position” lights have to meet a TSO standard, “recognition” lights do not. A Field Approval is a 337 submitted by a mechanic to the local FSDO for sign off by the FAA. My local FSDO is so understaffed about the only way to get a field approval is to present one signed off for the same mod you want by another FSDO already. Any field approval must essentially have approval from the FSDO before starting. FSDO’s vary on their opinion of unapproved lighting. Best to be asking your IA that does your annuals. He/she could say he could do it as a minor mod, check into getting a field approval for you or say no way will it get approved. The specifics matter. Sent from my iPhone using Tapatalk

i am probably the one dissenter in the need for a G3X specific forum. But it really doesn’t affect how I follow post here. I virtually never browse forums but follow new activity scrolling till i find something of interest and i probably won’t even note what forum it’s in. But i think we already have way too many forums. For example we added a Bravo forum some time ago and as expected only about 20% of the content was Bravo specific topics. For those people that do browse by forums, doesn’t the logic backfire when a bravo owner asks about something like what kind of tires or tubes to run if only people interested in Bravos will review it? Personally following the intended logic here my vote would be for Garmin avionics and Avidyne avionics if we really need that. i predicts the majority of G3x won’t be specific to the G3x at all but will focus on GTN’s, GFC-500, and G5’s, or even VNAV etc and when so the logic backfires if all the other users with the otherwise same equipment don’t see it. I also don’t get keeping the repository of info in one place. Does anyone search for anything in MooneySpace forums using Mooneyspace search? Google is the only way i search because it’s the only way that works decently. But again this won’t be a hindrance to me either and as a Tapatalk user i can’t participate in polls either. Which is an acceptable compromise to make for me. Sent from my iPhone using Tapatalk

correct! Sent from my iPhone using Tapatalk

Precise makes an approved flasher to do what you want. probably others as well. Lots an approved LED and HID lights. I have a HID lights and a flasher on my WAT Recognition lights. Aircraft position lights are not allowed to flash. Sent from my iPhone using Tapatalk

Odd, i had all 4 of my TSO’d belts re-webbed by Alpha Aviation without any changes and think it was less than $800 back then but this was a number of years ago. Of course my hardware was fine and just re-used it. Alpha does a quality job too. Sent from my iPhone using Tapatalk

It’s actually pretty easy. If one has the TSO’d seat belts the webbing is tagged with the TSO on it. It’s the hardware that is TSO’d not the webbing, so all one needs to do is send in the complete old belts and the shop re-webbing the belts will ensure they get the TSO tags on the re-webbed belts using your existing TSO’d hardware. Re-webbing is a lot cheaper than buying entirely new belts. Sent from my iPhone using Tapatalk

The more accurate way to determine if your engine is still producing full power is in measuring your time to climb from liftoff to some altitude such as 8, 9 or 10K’ as compared to your POH time to climb table. It’s critical to follow the POH listed conditions such as Vy and will need to still have the same prop. e.g. a 3 bladed prop will climb better than the original 2 bladed. Modern POH’s make this pretty straight forward yet done older POH’s (as well as some STC’s) can make this more difficult and may only give climb rates at different altitudes rather than provide a time to climb table. Sent from my iPhone using Tapatalk

So sorry to hear what your going through! Hope you’ll get back into your J real soon so you can start enjoying it for real. Sounds like you’re renting an arrow - essentially the same engine as your J but absolutely no comparison in performance! Sent from my iPhone using Tapatalk

Sources vary but i believe it’s height is 20,310 making it’s the highest peak in North America. But you are right about the highest rise from base to summit. At over 18,000’ it’s the phighest in the world. Stay away from those low and slow pipers though and get a Mooney, even the J’s service ceiling is much than that 14K! Sent from my iPhone using Tapatalk