kortopates

If you want to expedite he can have an exchange or new unit ship out monday but sending in yours for repair is usually a lot cheaper but more than double the time. Sent from my iPhone using Tapatalk

pull it off and send it to Gary at Mainturbo Sent from my iPhone using Tapatalk

No not on a 231, with a manual or fixed watergate. Full power is redline MAP and RPM full rich. But it is full throttle on engines with a hydraulic wastegate and controller to maintain redline like the 252, Encore, Bravo and Acclaims. Sent from my iPhone using Tapatalk

I’ve always been able to get a new PC to run old s/w like that using compatibility mode. You can experiment with different setting but going straight to XP service pack 3 should work perfectly for this. Sent from my iPhone using Tapatalk

I wouldn’t be worried. but the proprietary cards are the weak link of the GNS’. But Jepp makes them and will always have data for them as long as there are users. But these days a non-waas unit is living on borrowed time. Sent from my iPhone using Tapatalk

Wow, that must’ve really sucked and taken a really long time to put together a flight plan. Plus the challenge in correcting errors before going off in the wrong direction must’ve been a challenge. i hope you some sort of backup that had the real data if even a vfr portable gps or ipad so you could get at least see the fms route looked as expected. I remember the days when memory was really expensive and it was a lot longer than 10 yrs ago! And we complain about Garmin prices… Sent from my iPhone using Tapatalk

Checking waypoints only applies to enroute and terminal mode. re-read first line of second paragraph regarding approaches - db has to be currrent! Sent from my iPhone using Tapatalk

Regarding the Garmin AFMS since- there has been no change to Garmin’s limitations between GNS and GTN navigators - expired databases can not be used for approaches. it’s never been otherwise. Sent from my iPhone using Tapatalk

I suggest looking the other way around, look for a rental Mooney and the instructor will be available through the organization that's renting it. But really just wait till you get your own. A couple hours of transition training isn't going to make any difference till you have something like a 100 hrs in type. There were a couple rental opportunities in the bay area. I don't know any instructors that use their personal Mooney's for instruction - for several reasons but insurance prevents it right off.

If you’re referring to the AIM it’s always said that and provides a much broader interpretation but it’s really irrelevant since your AFMS trumps the AIM and every Garmin AFMS since the GNS models had said you can only use an expired database for enroute and terminal mode only after verifying each waypoint of data you’ll need which really isn’t practical - and it’s not talking about approach plates. Garmin has always required an up to date database to use it to fly rnav approaches. (conventional approaches are left out since you don’t need a GPS procedure to fly them but most of us actually do anyway for the DME fixes). Sent from my iPhone using Tapatalk

You want to send it to Bobbie Eldridge at Globe in AL. 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. Here is an older thread with more info, if it doesn't have contact info there are at least a half dozen threads on this topic to find it. Bobby is at BEldridge@globemotors.com

I’ll disagree on Garmin EIS. EDM is still superior especially when it comes to leaning tools and Fuel pressure. Fuel pressure on the Garmin EIS’ suffer from large fluctuations that don’t typically respond with a snubber to dampen them. JPI has invested in quite a bit of smoothing s/w to dampen fluctuations. The big pro on Garmin is its level of integration of the EIS with flight data which is very nice but it comes at expense of some basic needs which surprises me after all these years. Sent from my iPhone using Tapatalk

Still very true but done in the context to balance EGTs using an engine monitor. Sent from my iPhone using Tapatalk

just check the part # on the Sonalert for the gear horn above your head. There are a lot of different Sonalerts but our Mooney's only take SC-628P for gear and SC-628 for stall and autopilot

Thanks Mike, yep I should have started with the J's. Plus you have the later F which has the increased gear speed from original F's at 105 mph to 120 mph in 68' So its really not till the J model that they reversed. J model flap speed stayed at 110 kts but the earliest J's gear extension speed started at only at 104 kts (below flap speed) but soon increased to 132 kts (well above flap speed) before the last topping out at 138 kts (sn 3000 on)

Let’s not get too much of the opinion that there is a set order as to whether gear or flaps should come down first as it’s entirely model specific set by the Vy speed limitations. As @Hank just pointed out in the C models the flaps speed is higher than gear speed so flaps will be used to help slow to gear speed. But at least starting by the midterm J models that reverses and gear speed is higher than flap speed so the gear will be used first. As models get younger the gear speeds get higher and higher to ~140 kts while flap speeds remain the same near ~110 kts. So with the late Mooney’s there is a very sizable buffer between gear and flaps speed. As always it depends on your v speeds. Sent from my iPhone using Tapatalk

You just switched the discussion from Lycoming to Continental - very different.

Not sure i understand why or our how ellison explains it, but through my Savvy clients i know that the up charges for drain replacement is often miss understood by owners. It is an extra job that needs to be done when the nutplates have been over torqued, but not for just a plain reseal. I think he should go over possible add ons when people drop off the plane or raise the baseline price and then give a discount if they don’t need replacement since some people are left wondering what’s going on. But it’s nothing really surprising except not learning about it till mid job or later. Sent from my iPhone using Tapatalk

The labor to re-install new nutplates for the new sump drains will be the more significant cost. People loosen up the nutplates by over torquing the drains. Sent from my iPhone using Tapatalk

10% of tube wall thickness

Maybe you should check the sonalert installed above your head for the gear warning to see if you have the correct part #. I’ve seen lots of Mooney’s with the wrong part # installed probably because it’s not hard for an owner to replace one. more often they install a continuous tone rather than pulsating tone. Regardless you don’t know what you have till you check. I don’t know what model you have but you can have 2 or 3 sonalerts installed. One for stall (which is easy to eliminate) one for gear warning and often 1 for autopilot which is also easy to determine if so. Sent from my iPhone using Tapatalk

My sympathies as well since either way you’ll be down for awhile. i really doubt it will hurt your insurability with the report saying the gear failed. But NTSB report won’t likely be out for a long time yet i am sure the adjusters report and estimate will show the damage to gear from it failing. i wouldn’t want to be shop or maintainer that just did the gear work as i am sure they are about to get proctologist exam from the FAA very soon. Sent from my iPhone using Tapatalk

section 2 of your POH and my recollection is that Mooney spec the upper limit much lower than lycoming did causing a lot of grief with mooney’s that had to replace their fuel pumps since the newer/updated lycoming pump pressure runs higher. Sent from my iPhone using Tapatalk

Not only is re-testing with likely re-balancing required but depending on how your engine is overhauled its unlikely to come back with your old gami’s injectors unless you take action at the start to ensure so. Gami does charge a fee for updating with an overhaul. Sent from my iPhone using Tapatalk

All mooney’s use the same Sonalerts PN’s till the G1000 provided voice alerts. Sounds like (pardon the pun) your throttle switch is coming on with to high of a manifold pressure. you can check what your service manual says, it varies by model but i recall 16-17” (but wouldn’t trust that). But suggest checking yours to the spec and having it adjusted if it’s set too high. Reducing the volume sounds like a bad idea - it’s supposed to be annoying enough to prevent gear up landings but fails miserably. these days there are better technology aides including the new LHS. Sent from my iPhone using Tapatalk