kortopates

I am really confused by that description of fixed vs adjustable ones. Every Mooney left the factory with links designed for the specific MC to provide the proper Pedal orientation. The 3" rudder pedals extension design didn't change the pedal orientation. What did alter the pedal orientation was from installing a retrofit master cylinder. The master cylinders only have limited adjustment play. Mooney has long replaced the original Parker MC's with a new vendor for the Long bodies brakes which is also used for the Encore brakes - the CM2000-5. Since the dimensions on these are different from the original Parker MC, Mooney's retrofit kit for the new MC's includes a new set of links to correct the pedal orientation. Only the original Parker MC are shown in the Encore conversion drawing and therefore the only way to learn about the need for the full kit with the CM2000-5 & new accompanying link is to go through Mooney or a knowledgeable shop. But some mechanics just learn learn the change to CM2000-5 without all the details and source the MC's directly since that's cheaper not realizing they really needed the full retrofit kit. Your was the not the first such to get installed that way. I've seen others do that too. But acquiring the correct links for the newer CM2000-5 MC's was the only needed correction to get the proper pedal orientation back. That was always Mooney's intent in providing the retrofit Kit.

Only one thing leads to the nose collapsing like that leaving the mains up is the infamous dented nose truss that has been failing for quite awhile and on take off it went completely. Of course inspection will be required to verify it’s a failed truss. Sent from my iPhone using Tapatalk

In a training environment the goal isn't to do as many takeoff and landings in as short a time as possible but to train normal, soft, max perf/short field, x-wind takeoff/landings all done to ACS standards, as well as Go arounds/balked landing, flapless landings, soft+simul high DA takeoff etc.

Although 61.129 doesn't spell it out, one of the DPEs I work with said they had to meet the same requirements for night currency. Because its not spelled out I can certainly imagine that may not be unanimous decision by all DPE's and I haven't come across a LOI or AOPA legal suggesting otherwise (if you do please share). So maybe the better answer is check with your DPE or recommending CFI. But I didn't think it was significant issue or a hardship to pursue further. But then again all of the training I do is in Mooney's and Bonanza's and I won't do touch and goes in either - nor does MAPA and BBP; but will do stop and goes on a longer runway.

T & G’s at night don’t count for night currency nor Private nor commercial certs. Got to at least do stop and goes or taxi back. Have fun, it should make you much more in command of your aircraft for doing it! Sent from my iPhone using Tapatalk

Yep, Skip and Eric gave good explanations. Another key point is that none of the engine manufacturers make a TN engine. Only NA and Turbo charged engines that where designed for that role with different compression ratios: usually 8.5:1 for NA and usually 7.5:1 for Turbo. A TN - turbo normalized engine is usually an STC for a NA engine to add the turbo to provide for full sea level power up at altitude. Tornado Alley is the biggest provider of TN kits but there are others like Western Skyways. Mooney marketing was trying to suggest Acclaim pilots wouldn’t suffer some of the bad rap associated with turbo engines by saying since the Acclaim max boost was just a few inches over sea level it was more like the more efficient NA engines. Which is entirely false. In actuality the -G engines used on the Ovation and Acclaims are derated from the full HP -N variants used on competitor airframes. Leave it to the marketing department to try and convince buyers that’s actually better. Sent from my iPhone using Tapatalk

not if you want accurate temp indications. There are J and K type probes and then there are grounded and ungrounded versions of these. Only the correct probe type will work properly on an EDM. Don’t waste your $ on the wrong type. Sent from my iPhone using Tapatalk

Great job mooniac nerds! But if your going to go that far might as well clean up the mooney marketing disinformation referring to the Acclaims as “Turbo Normalized”. The Acclaim engine has nothing in common with a “Turbo Normalized”. Even Cirrus pilots know this well because Cirrus offered 3 variants for awhile NA, Turbo and Turbo Normalized. Are mooney pilots that gullible? I hope not! Sent from my iPhone using Tapatalk

Sort of agree with you here. I think the main contributor to wing tank leaks is just the gear supporting the wing directly. Hard disk, have to contribute in some way to the amount of shock loads transferred to wings but not very quantifiable. But what convinced me is the Cessna Cardinal has exactly the same sealed tanks as do our Mooney’s but it’s very rare for a Cardinal to need a reseal unlike our Mooneys. The big difference of course is the gears. Sent from my iPhone using Tapatalk

CDT is an optional add on with most monitors. If you have an aftercooler then what you want is IAT (unless you want the difference between CDT and IAT to determine the adjustment value for Map - but Turboplus sells a better gauge that just gives you the difference). Sent from my iPhone using Tapatalk

I do a few dirt landings every year in Baja Mexico. Wouldn’t want to be based on one though, but with proper soft field technique and keeping the field in good shape you should be fine. Mc Farlane sells a prop leading edge tape protector that does a good job of protecting it until something big enough cuts the tape. And of course it’s an approved STC. Sent from my iPhone using Tapatalk

Mexico controllers never get it, so tower won't let you taxi. Depending on whether your an international or domestic flight you need multiple signature before the flight plan is entered into the system. For international it needs 4 signatures by customs, immigrations, operations (fees) and the AFAC (like our FAA). Anyway, can't really test it without actually being there to use it.

That's great to hear Foreflight worked in in Canada. Contrary to saying they support IFR flights in Mexico, that's not true. One needs a signed paper flight plan for VFR and IFR flights in Mexico. Mexico does have a digital service for filing flight plans but its only available to Mexican certificated pilots. All VFR pilots do need to file an ICAO flight plan to go back to the US (that can sort of be done on E6B's except for the DVFR designation). But they will still need to file a Mexican flight plan. In a perfect world the Mexican flight plan would be forwarded to the US flight service; but I have found that to be far from reliable and don't count on it. Canada is a special case for international flight plans though in that there is no US ADIZ at the border, instead the US and Canada jointly operate a northern ADIZ to the north of the Canada, except for the Alaskan ADIZ. But one of the requirements of crossing our ADIZ from the south or Bahamas/Caribbean is to use a DVFR/ICAO DVFR flight plan for VFR and note the time and location of ADIZ penetration time. For IFR just needs ADIZ location and time. Garmin Pilot doesn't give access to the Flight Type field to specify DVFR. Don't know about Foreflight, do they?

Just did the trip from SOCAL to east TX in an R and 14K was the sweet spot to get us into smooth air and cooler temps. Even out of the mtns, 11K is still in the zone of bumps from the summertime heating. Of course without O2 you can't.

Since supposedly there no longer a FAA Domestic flight plan form these days, I'd say its out of date guidance. But Foreflight has always been this way - i think they don't want to take calls/emails asking for help on this. But the reality is that nobody really cares what you file for all the new capability codes beyond the basic equipment code e.g. : SGBR and surveillance equip codes e.g., EB2. But I've been doing it for years. Its part of the adventure. The day when these codes get put to use is still coming. But you'd think any pilot with any sense of pride would endeavor to learn and understand them since its been several years ago since we've made the switch to ICAO. I realize some pilots of many years don't want to see changes. I fly internationally a lot and see US GA pilots struggling all the time to fill out their ICAO flight plan on paper since they can't use their favorite E6B app to file in another country.

They do great work and there is very little they can’t do! Sent from my iPhone using Tapatalk

Absolutely, knowing your historical data makes a world of difference. For in flight cruise monitoring your best defense to be alerted to change is to use Normalize mode. That will at least normalize all the EGTs and with newer EDM firmware CHTs also. This will highlight any deviation from “normal” while flying. Of course with any power change you’ll have to re-normalize it. Sent from my iPhone using Tapatalk

The best solution is to get a leather covered wooden drawer handle. They are soft metal inside covered with leather in different colors. They’re sold on Etsy.com. Very inexpensive and far better than only leather which will tear again. A pair will replace the door handle and the strap on the interior by top of cabin. Sent from my iPhone using Tapatalk

Actually, CHT is a very poor proxy for power production. EGT is a much better one but is better at telling us about mixture than power. Sent from my iPhone using Tapatalk

PER B is saying you will only take cat b minimums. i would change that unless you truly are unwilling to circle less than above 90 kts. I always fly the approach at 100-110 kts but slow to 90 leveling off to circle and therefore can stick to cat a minimums. Sent from my iPhone using Tapatalk

As much as i don’t want to share the runway with them, the fact is we need as many airport users and pilots as we can get. These folks can be educated just like the rest of the pilot community about safe operational practices. The pilot community working together with the airport manager can also work to set up a modified pattern at lower altitude to keep them out of the way and in an expected pattern; if there are enough such operations to make that worthwhile. Sent from my iPhone using Tapatalk

There are virtually NO hangars at CRQ for the piston GA crowd. The few there are for jet operators. Folks that want a hangar go elsewhere, like nearby Oceanside with many cons or much further away. CRQ is a nice airport to fly in and out of us but IMO a terrible place to be based. Sent from my iPhone using Tapatalk

Any idea what happened to cause the CRQ incident? Sent from my iPhone using Tapatalk

It could be a mag or a plug issue. Sent from my iPhone using Tapatalk

Yes on B2, to qualify you have to have two GPS’s for oceanic. Sent from my iPhone using Tapatalk