kortopates

Thanks, Time in service would be very interesting. For what its worth, I learned from Mike that George Braly (GAMI and TATI) has developed a very elegant replacement V-band clamps with no rivets or spot welds that could offer a terminating action for the A.D.. They are working with their ACO to get an AML STC for these clamps.

How old is that v-band clamp? Is it really as rusted as it looks? Doesn’t really look like exhaust soot, but maybe? Sent from my iPhone using Tapatalk

Randomness you describe is usually an installation issue. Make sure it’s installed in accordance with the Mooney drawing in your IPC without any 90 degree fittings (45 are okay), we’ll covered with fire sleeve and no super tight bends in hose adjacent to the transducer. Sent from my iPhone using Tapatalk

There must be a few dozen threads are flying with dogs. Let google be your friend to search MS. I’ve owned two Labs, sequentially, and now my Mooney sized 35lb Terrier. All have been in the backseat with a harness and leash tied to shoulder belt just in case of bad turbulence and to keep them in the back seat. But we’re two pilots up front with no room anyway. But regardless i sure wouldn’t want a dog trying to get on our lap in the front seat. All of my dogs have done much better at altitude than ourselves and flying at 16K has never been a problem. But although most dogs including yours will be fine too, some dog breeds, like pugs, do have breathing issues. Hearing protection is the challenge. Vets have told me that won’t live long enough to worry about it but i could always tell none of my dogs like the noise. They’ve all had mutt muffs on. But keeping them on is a learned behavior. Labs aren’t the smartest breed both took quite some time to learn to keep the mutt muffs on. Both required re-positioning it properly after startup before they would leave it there in flight. My Jack Russel terrier though is much smarter and in just a couple flights, quickly learned to keep it on before start up. Some use a crate, which makes sense for an unknown dog. But not for a family member unless your expecting problems. Never even came close to a dog having an accident in the back seat either. But we make sure they get a bit of a walk before takeoff to relieve themselves. Thankfully there are many more pet friendly hotels since we first started flying with dogs 30 yrs ago. That was always the first problem before we could depart. Sent from my iPhone using Tapatalk

There is a adjustment pot screw at the bottom of the unit for adjusting the volume. Be careful as the pot is inside and any excessive pressure will dislodge it. It’s just glued into position. But if the worst happens the unit can be opened up and the pot re-glued into position. But note it can’t be powered on without it being installed as the case is grounded to the airframe. Are you asking about the bulb for the AAS button. If so, the whole assembly is replaced if it’s goes - it’s not expensive. Sent from my iPhone using Tapatalk

The volume on the P2 is adjustable if it’s too loud for you. Love mine. Sent from my iPhone using Tapatalk

Looks like there is a storm scope antenna further forward under the belly.

Its at this junction between deciding to spend money on fixing your CDT/TIT or buying additional primary replacement gauges that most people make the decision to upgrade to modern primary monitor like the EDM-900. The modern monitor will provide for full data logging, greatly increasing your logged parameters beyond EGT & CHT to include FF and all other power parameters as well as eliminate future need to replace the next primary gauge that goes bad like MAP or RPM. And its an investment that actually increases the resale value of your Mooney. If your EDM 730 is decades old, you really want to replace the old EGT and CHT probes and harness anyway with a new monitor. Personally I would still keep the turbo plus differential gauge just because of it's convenience to you.

Garmin GFC-500 - Many, many threads here on the GFC-500 - use google to help search.

Don't guess, download your engine monitor data, yet an inflight lean Mag check provides much better data than an ground mag check, the ground check will show any fouled plugs; and specifically which plug(s).

I believe the stop tabs that Paul invented at Lasar where incorporated into Mooney's Truss design sometime in the 80's - so not necessarily rebuilt.

Did it already have the Encore conversion when you bought it? Sent from my iPhone using Tapatalk

How would Continental know how their engine performs in a Mooney airframe with a prop selected by Mooney? Sent from my iPhone using Tapatalk

Here is an example for you. This Mooney was saved because this damage was found before the nose could collapse. The owner thought he felt some excessive movement on his last landing and looked around to discover this. But notice the two cracks that are about to allow the gear to collapse. Only a few airframe hours earlier it was noted that the truss had an over steering dent. Very quickly it went from a dent to two cracks - probably would not have survived one more landing! Sent from my iPhone using Tapatalk

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