kortopates

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

I agree, i should have been more clear, i was referring to allowing unsupervised owner maintenance at the start of the thread - much like Canada allows with some aircraft. It does devalue the aircraft and adds restrictions. Sent from my iPhone using Tapatalk

I am another one that got his A&P for all its benefits; foremost to be a safer pilot. But i kid you not, it’s a lot more effort than the what it took to get say a Private and Instrument certificates. I have a Lancair project i never completed and frankly grew out of with my present Mooney. But i wouldn’t want to buy a Mooney worked on by an unlicensed pilot owner, that would seriously devalue the plane in my opinion. Personally i think the best thing for getting quality maintenance is to develop a relationship with someone local to you that will be there for you when you need them. But For those that don’t see the value in certified aircraft there is the experimental home built aircraft route. Sent from my iPhone using Tapatalk

That’s what the Continental documentation describes plus if i recall correctly i think they say to over torque a bit, then loosen and torque to the final amount. I can’t recall if the Navajo is Lycoming powered? Just curious if they give the same guidance. Sent from my iPhone using Tapatalk

I've seen this in a number of clients aircraft, its a good idea that I think stems back to the days of when the pumps weren't rated for continuous duty and would burn out much more quickly. Still very worthwhile though.

I agree that voice alarms are very effective when they are meaningful. I don't have the newer LHS, just the original one that says check gear. But my P2 Audio Advisory system only says Check Gear when the Gear isn't down, other wise it just calls out 85 kts. Saying only to check gear when its not down is highly effective.

Of course such a departure would be easy for a proficient instrument pilot. As you say, just needed to climb to about 3K. But if you review the Flightaware site you’ll see there are no flights suggestive of instrument work in the last 6 months. In fact nothing between Dec and early may, and then what appears to be a maneuvering flight which could of have been a VFR training/proficiency flight and then just round trips to probably his summer cabin by D25. Sent from my iPhone using Tapatalk

The key point and reason for Don’s statement is that doing in the air demonstrations of the manual gear extension procedure is a fools errand. Years ago the Mooney PPP’s used to do these but learned the hard way that occasionally it would reveal a Mooney with deferred maintenance on the gear and problems would arise with the gear getting stuck partially extended with the only choice to land gear up or partially extended. After the third such incident at a PPP a policy of no manual gear extension demonstrations was adopted. It’s a big risk that is totally avoidable by doing the procedure on ground at every annual. Sent from my iPhone using Tapatalk

Wooza! about $500 hr w/ fuel! Sent from my iPhone using Tapatalk

everything but the engine except when an aircraft engine is used. Fundamental things including crash worthiness are worlds apart. If you’re considering a fast experimental for turf, i’d suggest checking the Lancair. The Legacy is more recent, and 360 is older and comparable to the glasair. But Lancair offered a beefier gear for dirt in Australia using same size wheels as the Mooneys. Sent from my iPhone using Tapatalk

How can one compare a 2 seater experimental to a 4 seater certified aircraft? They’re worlds apart. Sent from my iPhone using Tapatalk

did you mean VMC? Sent from my iPhone using Tapatalk

When pulling the handle to extend the gear it’s not actually correct to stop pulling when you feel resistance. Resistance increases at the end; especially when the gear is down and you are compressing the springs. So what is more correct is to slow down and watch the floor light indicator carefully to pull no further than causing the gear down light to illuminate. Pulling beyond this point can damage the gear extension tubes and pulling less than this wouldn’t provide the necessary pre-load on the springs to keep the gear down; especially if you side load it. Sent from my iPhone using Tapatalk

Clearly flying too low! Sent from my iPhone using Tapatalk

https://pilotinstitute.com/standard-rate-turns-explained/ Sent from my iPhone using Tapatalk

Savvy manages maintenance and consults and advises, but does not turn wrenches. Sent from my iPhone using Tapatalk

Very unlikely. i don’t know of any Mooney specific instructors that carry commercial insurance to instruct in their personal AC. It’s really only going to work if the OP finds a turbo mooney in a club nearby. the only one i know of is a 231 at SMO And it really does nothing for the new owner since even 10-20 hrs in type will do nothing to reduce initial insurance rates. It takes a lot more hours. Sent from my iPhone using Tapatalk