kortopates

it’s the recommended way. But also avoid hitting the vacuum pump, if you still have one. Additionally, be sure to follow-up with re-lubricating all the engine controls and applying mouse-milk to exhaust slip joints and wastegate shaft if you have one. Sent from my iPhone using Tapatalk

Yes, larger capacity for the larger capacity calipers. The entire brake system is replaced except for the parking brake. Sent from my iPhone using Tapatalk

Yes, two inner doors are required on both sides to clear the bigger calipers. Sent from my iPhone using Tapatalk

Yes, If you are referring to taking their FIRC. They’re adding more ways of qualifying based on experience. But easiest I know of is doing a min of 5 Wings based Flight reviews to get 15 endorsed wings flight activities. I just renewed a week ago with over 86 endorsed wings flight activities. Sent from my iPhone using Tapatalk

Garmin’s AFMS are all on Garmin’s website. Find the products, such as Gi-275 and then see the associated documentation. If you want your POH to look as nice as a new Mooney, order a new leather day-timer binder with zipper closure on Amazon. Sent from my iPhone using Tapatalk

Go to Mooney.com go to their support/technical page. Look up the correct POH # for your aircraft model/serial # to verify it matches what you have.

Get the Bogert towbar, available from Spruce. By far, its the best one available and won't slip out because it clamps on both side of the nose truss and is light and collapsing - about $250

If you aircraft hasn't been flown in awhile, like for extended maintenance of an avionics' install, you may need to get "refresh" signal sent to your radio ID. You can request this via online or by phone and it supposedly good for the next 3 hrs, so do it just before you aircraft is ready to power up. https://listenercare.siriusxm.com/prweb/autoredirect/app/ExternalKM/help/SupportCenter/article/KC-1960/How-do-I-send-a-refresh-signal-to-my-radio%3F Sometime you may have to a full re-activate if the refresh doesn't do it. Basically this is just like a a fresh new subscription. Garmin has a short publication on how to do this where you go into a menu on the unit your using to manage XM and sit there on that screen while it downloads all the wx products; which from memory took a good 20 minutes or so. But you had to keep it on the one screen till it cycled through all the wx products before you could proceed. My recollection is that re-activate used the same refresh signal request with XM to kick off the process.

I am sure they and the FAA are well aware of the risk exposure and are not asking based on a well reasoned and likely their own insurance. Sent from my iPhone using Tapatalk

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