kortopates

I've heard first hand accounts that Pledge spayed on the leading edge actually works - as long as it last there. But I have never tried it. You'd think it has the potential to last much longer than WD-40 - not that either is likely to last very long. But maybe help you get on top. Sent from my iPhone using Tapatalk

They don't take tech support calls but they do answer emails. See their website and send them an email. Stacey will get back to you. Sent from my iPhone using Tapatalk

I would as well. But why not value it accordingly and make an offer if it's otherwise what you want. Then do the engine to what you want. Sent from my iPhone using Tapatalk

I believe Mooney started offering wing tip VOR antenna's at some point. My 252 has them as original equipment. Since then they have been available as a retrofit into the plastic wing tips. The antenna's are very expensive to buy and pretty labor intensive if you were going to install after the wing tips were already on. Sent from my iPhone using Tapatalk

I am glad Rick got it fixed as well. But many critical parts are not readily available; basic electronics parts are. The Achilles heal of these systems are the electric servo motors. When the electrical motor's armature wears out you'll learn Bendix-King/Honeywell doesn't sell or produce replacement armatures. You'll need a new motor when the armature is gone. Luckily I don't need one yet, but AP Central quoted $5200 to overhaul/remanufacturer the motor. I know a couple years ago they didn't even have that option. They consider that progress but at over $5K for a little servo that's hard to fathom!

Thanks, we did spend two nights in Homestead. Got there late in the day, rented a car and drove into the park for the day to the Flamingo Visitor center. We did boat tour in the swamps and hiked a couple of the trails including the highly recommended Anhinga Trail. I don't doubt Naples would have offered more at night but for access to the everglades we weren't sure where to go.

Call Jepp. They'll get you going. Sent from my iPhone using Tapatalk

Not sticking open, but not rotating as they open and close causing hot spots. Valves are designed to rotate as they open and close to avoid developing hot spots.

Yes Erik, I did your last analysis a few months ago - I do the Mooneys and many of the turbo engines. I can't quote any statistics as I am away on a flying vacation in South Florida right now from CA. We have an analyst, Colleen, dedicated to the FEVA alerts. She responds to a few every month but given the amount of flight data we process the rate of occurrence is very low as you would expect - sorry I can't quantify that from memory. What I can say is we get false positives and negative and continue to tune the algorithm. The really good news I can convey is that we have had some success with early saves. If caught early enough, the exhaust valve can be dressed in situ with the problem being corrected before the valve becomes burnt. What's happening is that the valves ceases to rotate normally which causes the irregular signature. If dressed in time so that it rotates normally again it saves the valve and the cylinder. Early detection is key though and it's frustrating to both us and our clients when they only load their data sporadically and then we only detect the problem after its too late. Sent from my iPhone using Tapatalk

Exactly right. Every uploaded flight gets the FEVA checks which can detect a burning exhaust valve. We contact you if your flight data generates FEVA alert and our FEVA analyst agrees. See https://www.savvyanalysis.com/content/feva/ Sent from my iPhone using Tapatalk

That's great. Now we just need to sell you on the benefits of flying the Savvy Test profile discussed here: https://www.savvyanalysis.com/articles/in-flight-diagnostics Particularly the Gami spread and LOP Mag test, then we can tell much more about the health of your engine and well as diagnose many issues. The above article explains much of the diagnosis but for those wanting a professional to do it for them, we offer that at a very modest annual subscription fee. Whether you do it yourself or use us, we suggest you run the test profile for analysis before and after your annual at a minimum.

Here is a verbose/overkill example that gets the job done for the wing tip lights - substitute your actual units that were removed & installed. Also update the weight & balance for the removed power supplies. Removed A650PG28, A650PR28 and Whelen strobe power supplies in wingtips and installed Whelen FAR SPEC compliant Orion replacement OR6502GE and OR6502RE LED lights that meet STC/TSO/ETSO-C96a Class II & TSO/ETSO-C30c Type I & III. The units were installed IAW Whelen Anti-Collision Light System Installation and Service Manual dated May 2015 including addition of placard on panel. Updated weight & balance this date. --- signed by an A&P

No, but no one will care if you do this as a minor mod citing the FAA approvals. Sent from my iPhone using Tapatalk

I recommend you join https://www.bushpilotsinternational.com/ Great resource to learn all the requirements before you go. Puerto Penasco is probably a good way to get your feet wet in Mexico. But coming so far from Austin, right at the peak of Whale season, you should consider checking out petting the California Grey Whales in Baja. Its a great use of your Mooney to base out of Mulege or Loreto and fly over to Laguna San Ignacio to go out and pet the whales that time of year. If you don't have time in Feb, put it on your list for a future trip.

I was thinking the same thing .... But Puerto Penasco = Southern Mexico?? LOL Sorry, I had to make more trouble. But I love your avatar, anybody that flies with their dog has to be a great person.

Really sorry to read this. So glad his young son survived. I never met Houman, but I read that thread with interest since I am making the same trip to KEYW from southern CA. I actually came into Pensacola today from San Diego. I am wondering how fatigued he may have been setting up for that landing. From the comments I've read above, with the helpful details Yves, drapo, carquik provided and the pictures in the news, its really looking more like a stall/spin. In other words, really looks like nothing to do with the runway assuming the plane went down maneuvering to it. Anyway, very sad. I also imagine the Canadian TSB probably takes a full year like our NTSB to issue their findings.

I'm not certain, but I think foreflight gives a special flight instructor rate that is heavily discounted. Smart move- gets their product into the line of sight of potential future customers. Foreflight gives NAFI members a 33% discount but WingX gives us 100% off! I never got into Foreflights interface, and prefer WingX and Garmin Pilot. Garmin is the only one that supports vector graphics (marketing calls it Dynamic maps) which I find superior to raster graphics of sectionals and the like - especially if you like Track Up orientation as I do. I also like its now integrated with Lockheed FSS and it works both north and south of the border in addition to the other pluses Don mentioned. But we're both fans of Garmin products. But the reality is, which ever interface works best for you is most likely going to work best for you. Sent from my iPhone using Tapatalk

Mike, According to this report, the pilot was the indeed Mitsuo Tamayama, owner of the plane and flight school. See: http://www.kathrynsreport.com/2015/12/incident-occurred-december-26-2015-at_42.html From the pictures in the above article, you'll see they cut the top of the cabin off to get people out. Phone numbers for the school are on their website at: http://www.pacificrimaviation.com/

The owner of the plane owns a flight school, Pacific Rim Aviation in CA and the F model is part of the schools fleet. Thus till they release the name of the pilot there is not much to go on other than a 57 year old pilot - male or female (article said both!)

You can order overhauled spindles/towers now from LASAR whom rebuilds them for considerably less than new. Yours will most certainly be rusted inside the bottom of tube from where water collects. Sent from my iPhone using Tapatalk

Dave, you could get the broken rod welded back to new. Faster than ordering a new one too. Sent from my iPhone using Tapatalk

http://denver.cbslocal.com/2015/12/23/small-plane-crashes-into-snowplow-at-telluride-airport/#.Vns40vtzs6g.facebook The runway closure is clearly notam’d from 22:56 today to tomorrow 2000. Thank goodness no injuries but I’d hate to explain this one to the FAA; especially since they’re saying the plane didn’t call on the CTAF before landing! Very surprising Denver Center didn’t save them yet still managed to clear them for the approach – they’ll likely share in the blame.

There is no STC for the conversion. An STC would be required if it was a mod done by other than the Mooney Factory. This is a retrofit to the existing TCDS and authorization comes from 2 Mooney drawings - one for the brakes and one for the engine. You have todo the brakes first or with the engine - can operate it with just the engine. If you weren't already planning on doing this before the engine I am afraid you are in for a bit of a shock at the cost to buy all new Mooney parts for the brake mod. See my other post/thread on the details using the search function. It explains the mods. The engine is the easy part. Save you the search: http://mooneyspace.com/topic/14362-anyone-done-m20k-252-upgrade-to-encore-specs/ Sent from my iPhone using Tapatalk

I am pretty sure a retractable step can be converted to a fix step and a step can be added to any plane without one. Check with your local MSC to be sure and for approximate cost. That should open a whole lot more Mooneys too you and you can then just factor in any additional costs for any step work. Sent from my iPhone using Tapatalk

There are just two many failure modes ranging from poor connections at the back of your tray, not including the oxidation on units card that slides in, to switch problems on the yoke and on and on.... I've been down this road before with an intermittent trim failure/disconnect. I sent my computer and both pitch and trim servos into AP Central and they were never able to find the source. After several months of ongoing effort to resolve it I finally flew to Executive Autopilots at Sacramento, CA; only after there bench testing also didn't find fault. In the end with the plane there, they found the problem pretty quickly but it wasn't something that any bench test would have resolved. They have all the specialized BendixKing test gear that enables them to plug in their test harness to the units while they are in the aircraft - then problems can be found very quickly. If I had just bit the bullet much earlier on I could have saved myself lots of $$$. But another well learned lesson. Sent from my iPhone using Tapatalk