kortopates

The smaller heater exhaust hose is 1.5" and the main input side from the engine is 2.5" - on my K, essentially same fuselage. Sent from my iPhone using Tapatalk

Joe, I can't say for sure about Western Sun because I don't recall it (I do recall a business by that name in Yuma a decade later), but that was always Gibbs since I began my student pilot flying the summer of '90 so I suspect the Western Sun had already been bought up by them by then. I'll have to inquire now, but it would make a lot of sense if their fleet was bought up locally with several placed in the club. Back when I joined, there was over half dozen clubs run out of the Gibbs office you are pictured in, but Plus One was by far the largest with about 30 aircraft at that time. There was also a Mooney dealership on the Coast Aircraft side of the field, (by CrownAir, where the Mooney maintenance people eventually moved to when the Mooney dealership went out of business) but only a couple Mooney's in the club. Sadly because of our Mooney's propensity to porpoise coming into fast and too many low time pilots subconsciously pushing down to recover rather than going around or holding it off, the club doesn't want Mooneys on their insurance anymore. A Club 231 that got me excited about Mooneys years ago, went through 3 prop strikes in 18 months before it left the club - that was the last high performance Mooney in the club and the incentive for me to become a Mooney owner. Interestingly the lighter M20C Ranger (with electric gear) in the club never suffered a prop strike.

Joe, I see we both got our PPL at MYF and at the same club, Plus One. Mine came 5 yrs after yours but I boy do I wish I could afford the hobby at 21 - that's great! I think I recognize the Archer and I am sure I have time in it. I forget the owners name but I recall that was one of a half dozen or so archers that he owned at the time and kept in the club for many years. He was also a popular instructor at the local community college. Any maybe you too took one or both of your ppl ground school classes from him like so many of did (it was free after all!) - which at the time was at Mesa College. He has since passed away. The club is still going strong, still growing and probably America's largest aircraft club with arguably the best rental rates anywhere. I am still a member since I instruct with them, but I have lost count of the membership size, but has to be north of 600 members. What's scary is I also recognize the watch on your arm - looks just like the Seiko LaSalle watch I wore in the same time period. Just wish the I recognized the cute young woman smiling on your behalf What a different time it was then, long before the fences went up and all the rules increased by a ten fold!

I fly down to Mexico every winter, at least to visit the Whales in Baja which I consider a bucket list trip. This winter I visited all three lagoons to enjoy the whales over a couple trips and used Loreto as a base for two of them. This isn't really the time of year to enjoy Baha because of the extreme heat - but I will say its a popular time of year for Europeans. There is no FBO operation in Loreto on the field. Its all government or DGAC controlled fees and not expensive or anything to be concerned with. BTW, Regarding having done all your homework - their is no such thing as DVFR flight plan for a couple years now. Only ICAO flight plans. Fee's aren't quite that bad . Parking for a Mooney is $15/day and the landing fee is $10/landing - that is all you will pay besides the multi permit which you will have to pay more upon first entry into Mexico for the calendar year. Based on the current value of the Peso, you pay closer to just $100. It actually went down this year because the Peso went down in value, but 2 years ago the Multi fee went up substantially from what it was (now ~1400 pesos). The departure tax OR75 mentions is actually the visa customs fee that they now collect on exit rather than entry. But the savvy pilot will check the crew box on the customs form at entry rather than the tourista box and not pay the fee - (that even works for two pilots if you have a licensed co-pilot go with you). (no official will tell you that, but its a bonus for the savy pilot that really does his/her homework.) He has the taxi cost about right - unfortunately it is a bit of taxi ride from the airport to town. There is no fee for filing a flight plan as Robert pointed out and they no longer close flight plans on arrival which is nice - you park and leave on domestic flights. For gas, always paying in Pesos, I paid an average of $4.20/gal in Loreto and $4.87 in San Felipe this past winter and that included the $11 wing tax fee you pay with any gas purchase. I've always found gas cheaper in Mexico and its is essentially the same fee at all airports served by the same government ASA fuel provider. The exceptions are privately owned airports like San Felipe and Cabo that have to pay extra to truck their fuel in. What do you think your paying with every gas of gasoline you buy here in the states? Especially in CA where we refine it, we pay a fortune for car gas for the same reasons - half or more of the cost is government taxes. At least for avgas the taxes are going to pay for the FAA. Well in Mexico rather than collect all those fees in taxes on fuel they charge us, instead they charge fees for services rendered. As a result we enjoy cheaper gas prices in Mexico. Its just a different method and not at all more expensive than flying in the US. I've found it to be cheaper overall if we don't include the annual multi-entry permit fee and the customs fee for pax - to me that really the extra fees we're paying that we would not be paying to fly within the US. Well that is the price of adventure.​ Oscar is exactly right. Show up only with US dollars and you won't get a very favorable exchange rate for them because you are paying a convenience fee to exchange them. Same for the credit card usage - you'll pay an extra ~3% fee. Some airports, not all, will take a credit card for fuel (Loreto will, while San Felipe won't) - but usually just for gas and never for DGAC fees (e.g., parking, landing). The exception is the multi-permit, at many airport now they will only take a credit card for the multi fee in an effort to minimize corruption so that they don't have to handle the cash and that way Mexico City gets the funds directly. As to the many comments about being robbed, kidnapped etc flying down there, recognize those are almost always from the same people that also say they would never go down. So they're just repeating the same stories we've all hear. I am not denying there is crime down their, stolen planes from time to time and even kidnapping etc. But that all happens on this side of the border too - just avoid the obvious hot spots like Tijuana and Sierra Juarez and since they're not tourist destinations anyway. I've travelled in over two-thirds of Mexico states and into Central America and never had a problem, and never been ripped off. Oh I sure hear the stories all right, but 9 out of 10 times I am sorry to say its the American that is ignorant of the rules that believes he may have been ripped off when he wasn't or didn't do his homework and broke lots of rules entering the country. In truth, Mexico is far more lenient with ignorant pilots than our own government; especially our CBP. Occasionally pilots have been miss-charges but it is rare. Mexico has a lot to offer those seeking a flying adventure and is nothing like flying in the US. But so many people have their mind made up Mexico is not for them - and that's ok. I've enjoyed my time down there as there are some very unique experiences awaiting those with the interest. Anyway, just the opinion of frequent flyer to Mexico, because after all, that's why I purchased my Mooney - too travel!!

Don, with all due respect, you are assuming that someone that has invested upwards of 50K+ in the latest technology in a panel upgrade is actually going to be to able turn around and find an aircraft on the used market that has essentially the same latest gadgets in the panel. But folks like Chris and Bob realize there is not a chance of that happening. I was in the same boat after I purchased my 252 and outfitted it with dual Garmin GPS's, satellite weather and MFD to display maps, weather etc. You realize for at least the next several years your only chance of replacing that investment is to find an suitable airframe an and then once again pay full price for avionics and installation. Your argument of insuring for only market value won't make sense till the person that next buys Chris or Bob's Mooney with all its avionics at used market value, since to them, they didn't have to pay full price and expect they can do it again should they need to you. That's not viable when you have the latest and greatest but sage advice with an aircraft equipped like the average bird on the market. If on the other hand they did only insure for market value, using your example, they'll get that check for $100K to go buy a comparable airframe without damage history but will probably spend that entire $50K+ again to get their original panel back again. In the process they just paid for all that damage history and more out of their own pocket in the process of getting whole again with perhaps a lot more down time and frustration - certainly a lot more financial uncertainty about how much out of pocket it will take to get whole just to avoid keeping the plane with damage history. And personally, I am a believer that the damaged aircraft when properly repaired is better than comparable 30+ year old ac without it because of all the new replaced parts. And after a couple years of proven service, any concerns for MIF's should be minimal. If we where talking essentially brand new aircraft (5-10 yrs) I would feel differently, but not the typical gear up on 30+ year old aircraft. Anyway, my opinion only. .

There is no relationship between the two. Sent from my iPhone using Tapatalk

Nice, that's essentially a where the factory drawing placed it except laying down. I did mine laying on there as well but laying on the floor. Sent from my iPhone using Tapatalk

I had to replace the socket in mine too, which was a little harder to find. But although it should be obvious, those rear wing tip white lights also need to be sealed when you close it back up. The IPC list the specific 3M product that Mooney uses (I forget off the top of my head but its very common stuff and used in many other places as well). Without it, your next trip in any precipitation will likely short it out.

Make sure its an airworthy installation, as in attached securely to withstand a some G's and not just secured with sheet metal screws into plastic. You don't want to see it become a flying missile in an off field landing!

There is a drawing for mounting a fire extinguisher in your IPC or you can simply mount it on the floor longitudinally behind the emergency gear extension mechanism below the rear seat. Only a minor inconvenience for rear seat pax ingress and egress. Sent from my iPhone using Tapatalk

The "Hour Meter" on the right side of the center stack of the console provides tach time. It is wired directly to the RPM meter.

Reading through this thread I could not tell if the card is only not recognized by the reader on PC or both the GPS and the PC. Also I could tell what s/w were you were using on the PC but am assuming JSUM given the reference to JeppView. So if the GPS doesn't recognize the card too, then sorry its time for aa new card. But if the GPS recognizes the card, the issue is likely in the needing to re-install the card reader driver in JSUM and thus the technical support guys at Jeppesen should be able to get you going quickly. Other than that, I can only offer the obvious to make they don't get dropped and to protect them from static electricity while handling and carrying them around while out of the aircraft.

FWIW, your engine manufacturer would disagree if it matters. Their recommendation is in your POH. Specifically for Continentals it depends on whether your engine has a Hydraulic Controller like the MB and SB variants. The 231's GB and LB do not and this would not apply to the Merlyn either since its a pneumatic controller. But the Hydraulic controllers use oil pressure to control the hydraulic wategate and it is very sensitive to oil temperature. For example, max boost will vary with oil temperature which is why its common to see some overboost on the first takeoff of the day when oil temperature has not gotten up to 180F yet, and when oil temperature is really hot 200+ you won't be able to see max boost MAP (on a properly adjusted controller) because of the effect of temperature on the controller. As the oil gets hotter its viscosity reduces and this affects your controllers ability to maintain a set MAP under varying temperatures. Therefore in addition to picking an oil weight based on ambient temperatures, for Continental for turbo engines with hydraulic controllers and wategates like the TSIO-MB & SB, you will see your POH calls for a multi-weight oil to improve controller performance. Personally I believe turbo shaft coking is more correlated to turbo longevity and the popular wisdom is that synthetic oils are prone to coking more than non-synthetic. Plus even RAM recommends that at annual the oil lines be removed from the turbo to flush it with solvent to clean any coking for turbo longevity. I'll add in contrast, specifically for Continental engines, that starter adapters have been shown to last longer on straight weight oils. They tend to slip a bit earlier with multi-weight oils. Proof of this can be seen by switching from a multi-weight to a single weight oil at the first signs of slippage in order to get some more time out of your starter adapter - if done soon enough. Anyway I just thought I would add Continentals guidance to the discussion since it stems directly to the turbo aspect of the OP question and since its not all about ambient temperatures.

The tower is open every day (8am-8pm). Its not that busy of an airport compared to our other San Diego county airports but has a lot going on between aircraft coming over the border from TJ (a mile away) to clear customs, parachute jumping, military (Nat Guard) including F/A-18's and more and the usual GA training. Its also home to a lot of experimental aircraft and a local EAA chapter 14. It gets additional traffic from aircraft owners for usually having the best fuel prices in the county too. The C172 in the midair was associated with a local flying club I instruct with - perhaps the biggest club in the nation. The C172 pilot was alone, so far from what we've heard. Still very little is known, but a friend of mine that observed it while fueling up there said the C172 was coming in on a right base for 26R, the same long runway that the Sabreliner would also be coming in on. She saw the collision and said it was just awful. The FAA hasn't even upload there daily accident/incident stats from the weekend yet. But I am sure we'll hear more details soon.

Honestly, the current s/w version should be irrelevant. Given an authorized Garmin dealer installs it for you, most certainly they will update the firmware to Garmin's latest at no extra charge. Garmin doesn't charge the dealers for them and many shops due them as a courtesy. I have never paid for an update myself. I think the current version is 5 something. Sent from my iPhone using Tapatalk

Skygeek.com is one way Sent from my iPhone using Tapatalk

Good, everything is contained in the cartridge and they are much more serviceable and easier to work on. Sent from my iPhone using Tapatalk

Speed brakes were not standard equipment in 231s - not till the 252. So what kind do you have? The above advice is only good for newer electric ones. At the time of the 231 they installed vacuum actuated brakes. If that is what you have it could be a spring or the conduit caring the cable may be disintegrating - it's like a bicycle cable. But nothing simple here. Sent from my iPhone using Tapatalk

Ah, got it. I always enter coming in at the top of that canyon leading to the damn. But I've never dropped down it as I am usually pretty high by then climbing out. That would make for a fun descent. Sent from my iPhone using Tapatalk

You got my curiosity. I've done that flight many times over the years but I can't tell what valley to the south you mean going back to San Diego? Sent from my iPhone using Tapatalk

You'll basically install a whole new electric speed brake kit - nothing from the old system will be re-used except for the electrical wiring from the yoke and panel to the vacuum regulator. I expect that wire can be used to extend power to the two new brakes that have their actuators built into the brake cartridges. This assumes too that the newer brake cartridges will fit into the existing wing cut outs without further sheet metal work but that would need to be verified. But if all fits install labor should be closer to a quarter of what a new installation from scratch would be (i.e. 10-15hrs) Sent from my iPhone using Tapatalk

FWIW, The K does not have the same switch to turn on the electric fuel pump as does the Ovation setup. Plus the fuel pump is in front of the engine in front of the #5 cyl and the transducer is also up there above #5 cyl unlike the ovation/eagle with pump in the rear. Very different, not to mention a NA fuel pump is also a different from a turbo fuel pump. Sent from my iPhone using Tapatalk

I am having a hard time getting past the "gear up inspection" only 10 hrs ago. Both manufacturers require a complete tear down inspection for prop strikes which the insurance company's pay for. I am having a hard time believing or understanding how a 42 year old engine gets put back together without turning it into a major overhaul even though not required. Plus the comment that the owner "scoped" the cam further adds question to the scope of the inspection - he should have been able to hold it in his hand with a proper inspection. I assume though you gave reviewed the logs and know what was really done. But stuff like that makes me wonder if you even want to fly that engine in its current state. Like Byron commented - if that is not run out I don't know what is. Sent from my iPhone using Tapatalk

Check to see if the compass is still level - it may have been pushed up from R&R'ing the glare shield. But no, re-swinging the compass is not on the owner approved list of maintenance items.

Tim, Perhaps Don will fabricate a new bracket for it and rivet it on. I see you have an SB. I assure you though the front cross over exhaust section is two separate pipes. You'd have look closely though as the junction is covered up by the heat shield and not really evident with the shield on. Regardless though, the fact is the front heat shield takes a lot of abuse being where it is across two sections of pipe and is unlikely to last the lifetime of the engine even when properly installed.