kortopates

Vance, your right to challenge that statement. I have scheduled a number of checkride’s with student owned aircraft- the only time this would be an issue. And as i recall the circumstances never did the DPE ask or mention insurance documents. Airworthiness was always a bigger challenge just because clubs or schools make sure their records are always ready. That said, I’ve never been in that situation of being uninsured and was assuming- which is never good. I have a checkride scheduled with a DPE in an owner Mooney in a couple weeks and will ask the DPE about this out of curiosity. I do know the DPE is never PIC on a checkride and that offers some protection but i sure haven’t reviewed and accident cases either. Sent from my iPhone using Tapatalk

I doubt any DPE would get in the aircraft uninsured. Some younger CFI’s may not care, but wouldn’t count on it. Sent from my iPhone using Tapatalk

I assumed you bought half a harness for the Surefly, since Maggie does that. But i assume now you bought a full slick style harness from them. Sent from my iPhone using Tapatalk

You had Bendix mags originally? Not real common on the K’s. Sent from my iPhone using Tapatalk

It was the Naval Air Station at North Island, but the students were contracted civilians - not actually military, but sponsored by the base. Sorry about your lost friends. I’ve lost several over the years too. Sent from my iPhone using Tapatalk

You didn't mention bottle size but the N23D-21507-04 is PMA'd for the Mooney's original Kevlar 115.6 bottle. Scott is now AVOX, When I did mine, I had https://www.c-l-aero.com/ overhaul the first stage of my regulator and function test the altitude compensating 2nd stage (its not possible to to overhaul the second stage - just replace).

Did you actually have any experience with an A&P school? If you did your training through the military how could you have any experience to comment as such? In the school I graduated from after 2.5 years of full time training, we had two separate locations. One was large hangar at the airport with over 6-7 complete aircraft ranging from a C150 to a Duke Twin cabin class aircraft and several engines on test stands including a large DC-3 size radial. At the airport hangar we learned to do annuals, diagnose engine and airframe issues, hand prop the big radial and even taxi an aircraft. At the campus we had couple dozen complete engines that enabled us to completely disassemble, inspect/measure, report beyond limit parts and then re-assemble - mine was a Lyc TIO-540. We also had test stands to test Magnetos after we rebuilt them, and test alternators after rebuilding them. We also learned how to do several NDT methods including magnetic particle inspection of crankshafts, and magnaflux penetrant inspection. We even had a large paint booth for the refinishing class. Frankly one couldn't get as good "real world experience" nor as diverse without working at either a very large or several different repair stations. Yet the focus was entirely on education with 3 hours of practical hands on work for every hour in the class room. I can only remark on the one school I attended but all the schools follow the same part 147 regulations for required training so I doubt mine was atypical. I'll add about 1/3 of the students came form the local military, sponsored by the them, because the only equipment the military had to train on was their current flying inventory.

You want the LASAR stainless steel combination tie-down and jack-points. https://lasar.com/mods-squarespace-test?rq=tie down They make a tie down for the tail that you may need too - called a skid.

I’d say your tolerance will be proportional to how much instrument flying you do. I do some instruction in a couple of Cessna’s without it and it becomes beyond annoying without the electric trim and when you fail to heed the annunciation to trim up and down the AP stops climbing or descending till you fix trim. Not a big deal VFR but really adds to the workload of an already task saturated instrument pilot on an approach. Sent from my iPhone using Tapatalk

it’s always been my understanding that Paul Lowen first designed the stops to protect the truss and then Mooney adopted Paul’s improvement. Sent from my iPhone using Tapatalk

VFR pilots may not but IFR pilots sure appreciate an autopilot. Skipping electric trim makes no sense IMO. It barely works in a C172, but the Trim Up and Trim Down annunciations would be beyond annoying and i expect harder on your trim servo. Sent from my iPhone using Tapatalk

I think the mostly crosswinds helps to explain it.

do you mostly fly north-south? that would be my guess. still got to change those odds! [emoji2] Sent from my iPhone using Tapatalk

No, Ovations come with a standard headwind. You got to upgrade to the Turbo’s to get one with a standard tailwind. Acclaim’s come with a 65 kt standard tailwind up high. Sent from my iPhone using Tapatalk

I have a student with ‘90 J with landing lights in both wings and none in the cowling. this is a 28V J - and probably when they started that so i think tom is correct. Sent from my iPhone using Tapatalk

I thought every Garmin EIS was the same. But if documentation days so i would sure expect it does. But please try and report back if you can. The G3X doesn’t have it yet. Sent from my iPhone using Tapatalk

The Garmin EIS has some great integration aspects; especially with Garmin Pilot. But Garmin still lacks some basic and important functionality, most notably the Normalize mode mentioned above. That said i recently heard Garmin is about to add it to the experimental version so hopefully we’ll see it in the certified version before too long. But otherwise i still prefer my EDM-900, as Scott said it’s got the perfect form factor for the Mooney panel to enable keeping right in the pilots scan and everything is there all the time along with customized user alerts. Sent from my iPhone using Tapatalk

no not at all, sorry that was confusing. The factory (Bob Kromer) reported long ago to be careful in K’s and the L’s when they were flight testing them to be careful about slipping them below 80-85 kts with full flaps and full up trim, since you could get some aerodynamic buffeting in the horizontal stab/elevator. Thus the caution to be careful about not doing them too slow. But It’s never been an issue in the J and earlier airframes. There are no restrictions in any airframe just the caution to not get too slow doing them in the K and later models. Every pilot should be comfortable skipping their mooney. It’s a requirement for every Private pilots to demonstrate in the ACS as well. i edited the original post above to clarify. Sent from my iPhone using Tapatalk

Two suggestions: Forward slips with flaps in the K and later are fine as long as not done to slower than 85 kts w/ full flaps. (There has never been a concern about slipping J’s and earlier airframes.) Plus there will be plenty of warning if you're getting too slow in the form of aerodynamic buffeting in the tail horizontal stabilizer/elevator to encourage you decrease back pressure. Secondly, its time to go around if we can't land within at least the first third 1/3 of the runway. Its clearly no longer a stabilized approach and should be aborted and a requirement of any professional pilot (91.175); and should be for us too. Go arounds are good practice; especially developing a habit aborting un-stabilized approaches. Note you can't really tell where the plane is going to land till you have the plane slowed to final approach speed of 70-75 kts, so if unable to get it trimmed to final approach speed by 200' AGL and also high, its also time to go around.

Good Morning, If it doesn't leak at 38-39" it really hard to believe its leaking at 30" but without the Merlyn and running it ROP there isn't a whole lot of things it could be; so worth a shot. That said, there is no automatic waste-gate option for this engine but the Merlyn manual pneumatic wastegate is a very worthwhile upgrade over the fixed bolt. But its entirely manual. The aftercooler is really valuable if flown high. And of course this engine is flown LOP a lot resulting is less cooler CHTs and cleaner combustion; just has to be flown within proper limits and out of the red box. Let us know how the new relief valve works out.

Does it maintain redline MAP at takeoff okay? If so i would be very skeptical of it being a pressure relief valve. Do you have Merlyn installed and/or running LOP? Those are more probable causes IMO - a sticking controller or too deep LOP for mixture or ignition. That said, Gary (Main Turbo) is a real stand up guy. Sent from my iPhone using Tapatalk

Beautiful, Hector is the best! Sent from my iPhone using Tapatalk

No you’re so right, must have been a big brain fart back then because i said that totally backwards. Slower RPM will permit the engine to run leaner smoothly than a higher RPM. i’ll have to scroll up and find that old post and correct it. thanks for letting me know! Sent from my iPhone using Tapatalk

so out of curiosity, how far perpendicular to the runway does does the Avendyne show the downwind? within the standard FAA pattern of 0.5 to 1nm? Sent from my iPhone using Tapatalk

It’s not clear from your description if you could hear the starter was running yet the prop not moving. If so, it’s not a battery issue but the starter adapter slipping. If you’re aware of the issue when an adapter is slipping, it should be easy to recognize the difference. The mooney annunciator will also show when the starter is getting power which makes it easy to tell if the starter relay is closing. Sent from my iPhone using Tapatalk