kortopates

Most everyone follows the same convention that Mooneyspace forum uses, meaning with the J model. But there are several things that contributed besides a seemingly arbitrary model year such as the important change to the GAMA standardized POH format in '76

And airways, RF leg support, programmable holds your AP will fly, visual approaches (many with GS) to virtually every runway in its database and improved VTF support on approaches (VTF includes the waypoints behind the FAF) and of course a much better moving map on the larger screen 750. And one of favorites: DB Concierge support with the FS-510! no more data card programming except for the terrain which is seldom updated anyway. Sent from my iPhone using Tapatalk

You'd hope that would be enough but after you have lots of hours in type, its really not difficult at all. Sadly we often see multiple gear up landings per week.

I just spoke with Brandon at Absolute Aero (HWD) - they would be happy to do a dynamic prop balance for you two. They charge $850 flat rate. Contact them again, Matt and Brandon there are usually more attentive to email. I work with Brandon through Savvy trust you'll be happy with them.

Even if its underinsured, I'll bet some mechanic will be pick it up and have in flying soon. That's not hard to repair as @EricJ said

I've tried too at angle and believe your right - its not possible. Upside down might be possible but can't remember that for sure - would have to try again.

The destination distance was 75 nm to the south. The plane actually make 64.5 miles to the accident site. How many folks would attempt a 75 nm flight on 1/4" tank? and the other tank with the fuel light on? <2.5G Hopefully none for a long time after being reminded of the risk. The POH says not to take off with less than 12 gallons in the tank, that's right at 1/3 tank. 9 out of 10 times these accidents are always the result of the simplest thing. My heart goes out to him because I am betting he's an older pilot that is now uninsurable even with training wheels.

Great reasoning, but the stakes are much higher than $1K. A new baggage door will run more like $5K not counting painting it. Just saying… Sent from my iPhone using Tapatalk

How hard it is to open the latch isn’t relevant. Try the following, with the door fully open, and the handle latched, press in on each pin. it will open, sometimes without much force. Sent from my iPhone using Tapatalk

The test stand is incompatible with testing mixture distribution but there is no rush to do. Mixture distribution shouldn’t be tested till after break-in is complete because we want to do slow sweeps below 65% power not at 75% power for breaking in. Concur it usually takes a few iterations to get the mixture distribution dialed in but isn’t a concern. Sent from my iPhone using Tapatalk

All 3 I mentioned at earlier PPP's. Talk to Bud the next time you're at a PPP, I believe the last 2 PPP incidents where with his students and he swore verifying they were shut, just not locked.

You don't have to get the Medeco locks from Aircraft Security, you can go down to any local Medeco locksmith and get them and have them installed as a minor alteration. Its true that they won't prevent a really determined thief, but in the majority of cases when a thief is confronted with security devices such as these they will just walk over to the next airplane that is unsecured and leave yours alone. Seen this happen a number of times. The most common time to see the door open is on the runway, followed by in climb with the least to occur in cruise. The faster the speed the more damage. When it happens on aborted takeoff you might get by without any damage or just breaking the hold open arm. When it happens in climb the door generally doesn't depart but the deformed door will need to be replaced. Its when it happens in cruise that the door is likely to depart. Years ago at PPP's we had a rash of 3 in rather quick succession including one departure that damaged the vertical stab that led to the policy of locking them before flight. That was a couple decades ago. We haven't had any open since and I believe the word has really spread among Mooney pilot community such that few Mooney pilots don't lock them; but there will always be those that forget too. To get a true count we'd have to ask the factory how many replacement doors they have made.

Actually many of us consider it essential and most of the Mooney PPP instructors won’t fly with you unless it is locked simply because we have seen many baggage doors open in flight causing damage over the years - but never seen a verified locked door open in flight. If it opens in cruise it’s going to depart the aircraft and likely do damage in flight. Just a few years ago a UK pilot had that happen and the door got wedged in the elevator making the aircraft very difficult to control. But luckily there was a large grass field directly below them that enabled them to safely make an emergency landing. You can read about it here on Mooneyspace. Then contrast the great many doors that have opened on the runway and in flight with how often the baggage door was used by first responders to rescue a crew member - that’s a zero to the best of my knowledge. Every rescue i’ve seen the roof was literally cut off, neck braces put on and then they were carefully lifted out of the cockpit on a backboard. Even with the gear going through the wing, the door is still openable. i do know of a couple cases where the baggage door was used for self rescue when after landing they couldn’t get the door to open and there was no one around to hand the keys too through the storm window to have someone unlock it for you. But that’s due to a bad lock that needs replacing. These are only $5 Chicago cabinet locks unless you upgrade them to more secure Medco locks, as i have done on mine after i had to get rescued on the ground due to a bad lock. All of the modern mooney’s have a factory mechanism to open a locked baggage door from the inside. But what you describe is a great option for similar method to unlock from inside the vintage mooney’s. Just not as secure as the factory method. Personally i suggest you reconsider and make it a habit to lock your baggage door before every flight. Sent from my iPhone using Tapatalk

Indeed, but the average was twice that and in the range of TCM position tuned injectors. Can’t go by your single lowest one. It’s the repeatable average that counts. Sent from my iPhone using Tapatalk

Smart man or should i say pilot Sent from my iPhone using Tapatalk

I fly exclusively from the right seat, with right side brakes, when my pilot wife is in the left seat. But i don’t fly solo from the right seat. The ignition switch. as an example, is too far away in an emergency. Sent from my iPhone using Tapatalk

Its not nearly as complicated or mysterious as your suggesting - or perhaps over thinking it. Every engine as a "maximum cruise power" even though you may not find it stated directly as such; both NA and especially Turbo. But it is also seen as the maximum horsepower listed in the cruise tables. The definition refers to upper limit in HP for leaning to be allowed. That is only full rich or very limited leaning should be done above that max cruise power. And this is exactly what the chart is saying. Furthermore 1550F TIT is too high! as I'll try to explain. I counsel that it shouldn't go above 1450F which is a limit used on the bigger bore TCM Turbo's, as I have seen many partial power losses hitting 1550 and detonation events getting that lean above max cruise power. More so in the TSIO-360's than the bigger turbo's. (If you really know what you're doing you can safely get away with running LOP above max cruise e.g. 80% and some here do, but if you're not expert at doing it, you can get into trouble very quickly.) So now that's we've established this isn't a power setting for cruising (unless you want to cruise full rich at max FF) its really only for climb power. And I counsel all my savvy clients that if your TIT is exceeding 1450F at full power full rich, your fuel flow is to low. I prefer to see it no higher than 1350F In the bigger Turbo's such as the TSIO-550's in the Acclaims, Cirrus and Corvalis the POH says to specifically turn on the aux boost pump when your TIT exceeds 1450F in climb! (1450F not 1550F), Cirrus even has you climb from seal level with the aux boost pump on to help ensure FF stays high. Rocket Engineering actually has a limitation in the POH that full power engine TIT limitation is 1450F. So think of 1550F as a real redline not to exceed when you aren't at or below max cruise power where you can lean to higher TIT's. But just like we don't run at redline CHT temps, the more practical conservative advice is to use 1450F since 1550F is aggressive. Add with a worn TIT probe which may be under indicating as much as 100-150F its a setup for impending disaster with partial power loss and detonation damage very quickly.

Of course you can but it’s going to much more expensive than you realize even if you can find most of the parts as salvage. Plus you’ll have to get large portion of the parts salvage just to pull it off since i doubt you could source them from Mooney anymore. Sent from my iPhone using Tapatalk

Absolutely you can. Many of you have some placards silkscreened on to your panels. Sent from my iPhone using Tapatalk

If it really comes down to three different UL fuel types, then many of us will likely have a placard that just list all the approved fuels for that aircraft. Don’t need separate placards for each. Most Mooney’s already have a placard listing multiple leaded fuel types now even though only one of them is in use today. it’s really not that complicated. But don’t expect a fueler to add a fuel type that isn’t placarded for your aircraft. If caught the FAA could really come down on him/her. A further note on the importance of placards, many Mooney’s wouldn’t be able to get through a checkride without addressing the missing or unreadable fuel capacity placard by their fuel caps. A DPE would make that a learning event and end the checkride at the start till fixed. Sent from my iPhone using Tapatalk

I’ve had mine since they became available! Sent from my iPhone using Tapatalk

1) the colder winter air is more dense compared to warmer air, so can produce more power at a higher egt. 2) concur, lower rpm is smoother (especially LOP) and kinder on the engine, but they approve cruising at redline in the operating manual which was the input to the factory for the POH. Sent from my iPhone using Tapatalk

Maybe but why? For my $20 i got 2 copies of each STC printed and filled out with all the information i provided them! All i had to do is sign to approve it and mail a copy to OKC. That saved me a lot more than $20 in my time to fill out or for most owners to pay their IA to do the same. Sent from my iPhone using Tapatalk

If you don't want to fly at least in the upper teens and higher you won't get a benefit from an aftercooler since your CDT won't be high enough to ever restrict you. The aftercooler really shines in the flight levels.

You must have the TCM position tuned injectors then, which more typically yield 0.6-0.7 GPH - rarely 0.5 but occasionally 0.5. I've seen hundreds of these and no one with stock injectors that can get a verified repeatable 0.3 GPH spread