kortopates

Good idea, but I think that is simply due to a normal amount of valve guide wobble at 1500+ hrs and then a portion of the valve head breaking off. The valves guide/stem fit can produce quite a bit of wobble and not actually lead to valve burning or failure, just higher oil consumption. But also just theory.

You won't be able to notice EGT anomalies in flight, they are much too subtle and only present when the valve is sticking in rotation which is a common cause of the valve developing a hot spot. If you got borescope pictures of your exhaust valves during your last annual 24 hrs ago it would be a good idea to look again for a lack of symmetry in color as well as for any green discoloration at the edge. Going from no signs at all to valve failure in 24hrs is very fast and 80/80 isn't believable. Here is a poster of pictures of what too look for: 14FN0000-ASI-Valve-Safey-Poster_Final.pdf (aopa.org)

Great example of why its a bad idea to practice a manual gear extension in the air! Who would ever think a newer Acclaim would have a bad cable, they're protected by a plastic sheath. Must have been missed somehow at earlier annual(s); although not all of the cable is viewable while doing the manual extension..

Kids have to be the most precious cargo we can possibly transport in our planes. Even though the FARs may allow putting more than one kid on a seat with a seat belt, we all know these days vehicle safety standards for small kids include requirements for child-seats and booster seats that vary by child weight and age. I don't travel with small kids but this thread made me curious about the regs and a CDC site sent me to list of regulations by state to this site: https://www.iihs.org/topics/seat-belts/seat-belt-law-table It's requirements vary by state and the details get complicated. Seems a pilot that might be flying between states would want to ensure that at least being able to comply at both the departure and destination states to complete their journey via ground as well as follow the same guidance in the cockpit for the safety of the child. It was just a few days ago, we all read about an 8 year old grandson of a pilot perish in a Mooney crash. In 2020 CDC reported there were 607 child passengers ages 12 and younger that were killed in motor vehicle crashes in the United States and more than 63,000 were injured. Of the children who were killed in a crash, 38% were not buckled up. Haven't seen any stats for small planes but realizing their safety is about on a par with motorcycles it seems we should take all the precautions available to us.

There is one group dinner Saturday night which i would expect in the neighborhood of $50. All other meals are on you. But you’ll have to inquire when you sign up. Sent from my iPhone using Tapatalk

yes and more. https://www.aviationconsumer.com/aircraftreviews/aircraft-repositioning-ferry-services-and-more/ Sent from my iPhone using Tapatalk

You can also check on Mooney.com for what are the latest documents for your serial number aircraft. Sent from my iPhone using Tapatalk

Sorry, i’ve never been involved in setting up the ferry pilot. I can only say it’s never the buyer for the obvious insurance reasons but often the owner does it or a trusted agent of theirs and sometimes the shop has a qualifier pilot acceptable to the owner. Sent from my iPhone using Tapatalk

It only takes about a week to have your cowl flap motor overhauled by Globe motors - the OEM. And you’ll get a new one back. Many threads on it here on Mooneyspace. Contact Bobby Eldridge at beldridge@globe-motors.com to get current shop time and cost. Sent from my iPhone using Tapatalk

the most current documentation is always available from the factory on a thumb drive. Purchase through your favorite MSC. Includes service manual, IPC and POH. Sent from my iPhone using Tapatalk

Duty limits i suppose - these usually take a few days so shouldn’t be a factor. For one, there is a review of the findings reported by shop with buyer and then the go ahead to start the next phase. For another, these are always busy shops that are squeezing in the pre-buy around their already scheduled regular customers. the process typically takes a few days. It’s common for the buyer to pay for a pilot that meets your insurance requirements or the owner may prefer to fly it. It varies. I know you’re a special case Andy as a longtime owner IA that maintains his own aircraft and also a professional pilot. And if i was buying your aircraft, as a fellow IA, i would welcome your offer to do the pre-buy in your hangar with a handshake after knowing you for years here. But neither of us are the typical buyer and seller. Sent from my iPhone using Tapatalk

You sound very convinced the sale won’t go through. But the buyer really wants to purchase your plane at this point. Barring any significant airworthiness issues you can’t agree on a solution to, it won’t be your aircraft anymore. Sent from my iPhone using Tapatalk

The inspection checklist is very clear and agreed too. It’s a subset of annual or 100 hr inspection. You don’t really think the buyer wants to pay for an out of control “annual inspection” do you? The inspection is looking for costly issues. Sent from my iPhone using Tapatalk

Remember, you have a buyer that wants to buy your aircraft for an agreed price and has put good money up to do so. You'll also be able to agree to the scope of the inspection checklist. Are you really going to prevent them from getting a pre-purchase inspection done by a dis-interested third party shop that you'll also need to agree too. Else buyer walks. Buyer doesn't want to pay to have you or someone else to fly the aircraft far away. Nor it doesn't need to be an MSC since we provide the checklist. But it can't be the sellers maintainer.

People can be that way, but what this thread reinforces more than anything else is the real headache associated with buying an owner represented aircraft. Brokers can be much more pleasant to deal with such as Jimmy. But some brokers aren’t much better than the sellers that don’t want to let go. Still despite what you read here, we at Savvy do a lot of pre-buy contracts for Mooney’s and we always advise walking away from any seller that won’t allow the Mooney to be flown to a reputable shop for an independent pre-buy. we don’t at all like the idea of brining a mechanic to the owners hangar because then the owner is in control of the pre-buy - which isn’t tenable. The pre-buy needs to be under the control of the independent shop working for the buyer following our multi-phase inspection. Keep in mind this only after the sale has progressed to the point the buyer and seller have agreed on a price and the buyer has put up a large deposit on it subject to the plane passing the inspection with usual contract terms of the seller paying for any airworthiness issues. Sent from my iPhone using Tapatalk

These are made near me and i’ve had a number of clients that use them. They’re all in love with the units. If it’s raining you don’t even have to get wet moving the plane in or out! But not for the budget minded pilot. Owning one of these though kicks you out of the CB club for life - if it matters. [emoji3] Sent from my iPhone using Tapatalk

Technically it’s called the Mooney hour meter and it runs off the Mooney Tachometer/RPM gauge. It’s wiring is shown in your electrical schematic in the service manual. It’s usually the RPM gauge that dies first but frankly the cheaper fix is usually to replace the RPM gauge with a modern digital tach like the EI R1 for a few hundred $. If you go that route, EI will set the hours to whatever you tell them. Sent from my iPhone using Tapatalk

it’s much slower than 80 kts, my recollection in the mid and long bodies is about 60 or 65 kts +/- 5 kts, but the spec is in your models service manual. How to adjust is also covered in the SM. Sent from my iPhone using Tapatalk

agreed, anyone that rents a Bravo is doing it purely to subsidize their cost of ownership since they’re probably not flying it enough. I am associated with the largest flying club in America and the only planes that actually generate a profit are the trainers that are flown multiple times daily. Every higher performance aircraft is mostly flown to go somewhere after the checkout process and as such are not big revenue producers. This is a pilots club that allows the plane to be used for 24hrs for each 1hr flown. It takes a savvy aircraft owner just to make a lease back even work, it can get very expensive paying for the experience one needs to make it successful. Partnerships are much more viable for most people that don’t want to take on the burden and responsibility of sole ownership. But for this pilot, who thought renting was the best option for years, found aircraft ownership to be the best flying decision i ever made. Sent from my iPhone using Tapatalk

I am sure GMAX will send a customers engine out to overhaul anywhere the owner wishes - it’s just truck freight. But like Lance @lancecasper said earlier, if the work is to ready a plane for resale, different criteria applies in selecting a shop. Sent from my iPhone using Tapatalk

yes, the EDM-900/930 are primary monitors and will replace the OEM mooney oil temp probe. My recollection is the engine type certificate calls out the location utilized. Sent from my iPhone using Tapatalk

Good job to figure it out quickly, ground speed is your friend. But there are two entirely different scenarios can lead to this predicament. Obviously freezing pitot tube is one and the more likely one IMC. But a mountain wave with the autopilot maintaining altitude will provide the same symptom. What do you think ground speed will tell you then? Yep, pitch becomes the truth teller then. Never get so comfortable with the autopilot engaged to stop constantly scanning the instruments. But what about a frozen pitot tube at 38F? I am going to guess your OAT probe is located in the naca co-pilot scoop. It’s a favorite for installers because there isn’t an easier place to install labor wise. But If so, it’s about the most inaccurate place to put a OAT probe on the Mooney, much too close to engine and exhaust heat. in order to get an accurate OAT reading it should be put under the wing where the OEM probe is or back at the tail under the horizontal stabilizer also works well. But yours is really far off from being accurate. Many allow calibration but that still won’t make up for a poor location. Sent from my iPhone using Tapatalk

You have to be an Adventure Pilot to understand the appeal. Doing it in a C model made it even more adventurous and challenging. Sent from my iPhone using Tapatalk

Your ugly comment reminded me of a Mooney owner from many many years ago. He named his Mooney C model something like BUM for Butt Ugly Mooney and it really was. But it gained some notoriety after flying across the pond both ways on a rather spur of the moment trip for a conference. He was Russian and wrote a story about it. Some of you old time Mooney owners will remember - the Viking Route. He was also the king of the CB’s. Sent from my iPhone using Tapatalk

They are, but have you seen their backlog recently? Last i heard it was taking 9 months. Sent from my iPhone using Tapatalk