kortopates

Sorry but not possible, Merlyn claims that the critical altitude was between 14K to 19K which is more realistic but a big range. See their claims here: http://www.merlynproducts.com/blackmagicm.html Since much of its optimistic marketing it needs to be taken with a grain of salt

You can also try salvage yards.

Blackstone is worth the extra $5 and more. You can buy multiple for a discount too.

Mike nails it above, not only smart but with good common sense! please pay special attention to his #5, a pilot shouldn’t need to flip the alternator off to verifying it’s charging as if we need to rediscover the the difference between battery voltage versus charging voltage. A glance at the voltage meter should be plenty sufficient. Dual alternators is an exception. But even here you probably don’t need to switch them both off one at a time. If you have the load meter, you can see the belt driven #2 taking the majority of the load, so just flip off the #2 off and see the #1 take up the entire load. That’s sufficient. If you no longer have the Mooney load meter you won’t have all that good info to go by without turning them off independently. Sent from my iPhone using Tapatalk

Most Angel flight pax don't have a mobility issue at all - rare really. Many are just headed for doctors visits or treatments. Those that are mobility challenged will also be using a walker that will be listed with the baggage because not everyone can fit them into the plane. The key thing is that these are not medical flights. You should talk to your Angel Flight coordinator or attend their no obligation introductory briefing to get the facts.

details, details! IO-540, TIO-540!

Yes, that's the APC and Mike describes the APC and then the VAPC right after the APC. The inefficiency with the APC is that its always working pretty hard o produce full UDP even though the engine isn't using it with partial power throttle. But when it working harder at partial power it's really the altitude that determines how hard the turbo is working and less so on how reduced throttle is. But when you go to the VAPC the turbo is no longer always putting out redline UDP and just putting out a bit more than manifold pressure, that where the improved efficiency comes in since the turbo is now working proportionate to both altitude and throttle setting - not just altitude like the APC. Every turbo adds a certain amount of overhead to provide the boost. But the rewards of 100% rated power up to the critical altitude is well worth it. The engine HP rating is already taking this into account as well. But of course if your cruising along and you loose the the turbo you are going to instantly see that overhead in the form of a intake manifold pressure dropping to a few inches below ambient atmospheric pressure due to turbo now adding just back pressure and a fuel system that is creating an overly rich condition. Added complexity with the emergency procedures goes along with their overhead so to speak making it important for turbo operators to understand them.

Personally I vote for GFC-500! They're awesome. But for a few dollars the bulb can be replaced. Any avionics shop can do it, but I recall the unit needing to be pulled to get the faceplate off - which is a bummer because doing so opens the static system requiring a leak test when putting the AP back in.

In order to upgrade the vacuum speed brakes you'll be purchasing brand new speed brakes from Precise - not upgrading. The earlier 1000 electric series are the closest you'll get to fitting the existing holes, the later 2000 series won't fit as nicely. Precise can share more details and availability of the 1000 series. You'll see its alot of work and expense to do away with the vacuum pump. Personally I wouldn't even consider dropping the back up gyro instruments till you had new Aspen that didn't red x out entirely with loss of a single failure like air data. Neither a battery nor multiple Aspens makes any difference without the newer model.

Not quite. Your throttle control is directly controlling throttle position not the controller. Its just that the controller is also connected to the throttle such that it reduces deck pressure for partial throttle to keep deck pressure a bit above manifold pressure based on throttle position. This was the tubo isn't working as hard at partial throttle positions. Not at all, partial throttle on the cockpit throttle control equals partial throttle in the manifold no different than if there was no turbocharger. The controller automatically adjust the wastegate to provide the desired deck pressure. The desired deck pressure is adjusted by the throttle position linked to the controller by cam and levers Here is an article by Mike B that explains how these work: https://www.avweb.com/ownership/troubleshooting-the-turbo-system/.

It really makes no difference; especially with modern avionics. What does make a difference is forgetting to turn on the alternator after starting and you have a bit of weak battery, then when you do turn on alternator late your battery is drawing a much larger current than normal.

it was on a Sunday -Monday last year. Sent from my iPhone using Tapatalk

https://www.mooney.com/wp-content/uploads/2020/12/SBM20-254.pdf

You can get a FlyWire registration in as soon as about 48 hrs to allow international ops. Sent from my iPhone using Tapatalk

There is no such adjusting of rigging to effect timing of door opening and closing - its all in the mechanical lever arms and spring. Something broke or separated on your allowing the bell crank to get bent. Its actually a very ingenious design. Re-attaching everything properly with unbent parts ensures the inner door operates properly.

Yep, a job for an instrument repair station. Never mind the tech at the repair station only has a repairman license that carry's no weight out of the place of business but allows the FAA to monitor their procedures....

So does our local school. I would expect these are required parts of any approved curriculum since the Mechanics exams test these areas.

I went the local community college route. I didn't start the program because I wanted to be an A&P though, I just enrolled in the "General" class, the first semester of the A&P program because I wanted to further my understanding of aircraft as a flight instructor; just on the principal the more you know the better you can handle the unexpected and know if it was an emergency or not. I did my engineering job by day, rushing from work at 4pm every day to start the evening classes at 4:30 daily. I found that first semester hugely educational and the learning very entertaining. The big sacrifice for me was having school Friday nights since most labs ended right at about 10PM. So it really made a dent in our typical weekend get aways such as flying up to Mammoth Mtn Friday after work for a weekend of skiing. Suddenly we couldn't go anywhere till Saturday morning and had to back the next day. But at least on the pro side, the class and labs hours give you everything needed without any study time required outside of school time- at least not for an overly educated mature student. But even with graduate degrees I still had to take everything except for the basic electrical class that covers essentially only Ohm law. I was able to use college calculus based physics to petition skipping that but still had to take both airframe electrical and powerplant electrical because of their practical nature. It wasn't till I completed the General class that I was even thinking of continuing on. I had to get my wife's permission of course and luckily it was just the two of us and it was especially helpful that she was a full time professor at the college, so we actually saw each other for 5-10 min at dinner - we got a 20 min break every evening to get some food so I would go visit her and pick up the sandwich she made for me every day. I was very lucky she was so supportive! So I continued because I found the classes thoroughly entertaining and loved all the knowledge I was sucking up. Still I wish A&P covered more. [mention=15539]EricJ[/mention] is spot on how broad and diverse the education is. I couldn't imagine learning anything about jet engines, magnetic particle testing, wood & fabric and many other topics if I was trying to get it on hours of experience. But i was just very lucky to have the community college program available to me. There was still a lot we didn't get too such as the science of combustion, avionics and in depth composites that I would have included if I had the choice. [mention=20790]A64Pilot[/mention] is right on about the need to be actively engaged and there are definitely some in the FAA that want to clear out at least the IA's renewing based on annuals and major mods, but this has been going on for many years and the law is the law and still allows an IA to renew based on 8 hrs of training each year. Based on the shortage of mechanics and IA's I doubt that will change. Obviously I don't have any experience trying to test out based on the hours experience, but as mentioned before that is really intended for x-military; not the aircraft owner. In fact I would discourage any one admitting to an inspector that that was there true goal. But I enjoyed my school experience. I also did what I needed to do so it didn't drag out beyond the 2.5 years (5 semesters - 1 semester General, 2 semesters Airframe, 2 semesters Powerplant). Something I also promised my wife. It was a long haul but so glad I did it. I waited much more than three years before getting my IA which truly was the hardest FAA exam I ever took, simply because of its breath, which did require some serious study time on my part but also well worth it. Now I teach at the community college as well, but only part time to pilots rather than mechanics (advanced IFR). And as a Lead FAASTeam rep I've gotten to know at least all the lead inspectors on both the airworthiness and operations side of my FSDO. They can be great assets when you know them. BTW, one clarification on a US mechanic privileges. The FARs don't allow us to do anything we haven't already been trained in. Luckily the school covers everything imaginable for maintaining GA piston aircraft but if I went to work on airliners I am sure I would be getting a lot of training on many tasks before I could do them on my own. Surprisingly this isn't required for owners doing preventative maintenance, nor are owners required to have access to the proper documentation (maintenance manual and illustrated parts catalog) before doing maintenance; and the list goes on...

most likely pressurized if -LB or later, but i believe the GB was unpressurized. Make sure they are Bendix though as most installations use Slick Mags. Your engine log book will show. Sent from my iPhone using Tapatalk

Depends on location of the sensor. What sensor (factory or engine analyzer) are you referring too and where is it located? The factory installs the OAT out under the right wings outboard of the gear where its located in undisturbed air. Engine monitor installs rarely go to the trouble to put the OAT in undisturbed air, such as placing it in the cockpit NACA scoop because its easiest but least accurate.

A different gascolator sure, but certainly not for operating without one! But thanks, wasn't aware of the Steve's gascolator.

Speaking from experience, much of the fuel flows out the rear when the hole is missing as well as an air hole in the bellypan. Remember the plane sits with positive pitch on the ground. I did see some fuel pool mid way back on the belly pan when the owner kept pulling the drain and did not see any fuel on the ground where it was expected. The gascolator is serviced with the bellypan removed, so I wouldn't conclude its never been serviced but easy enough to verify if the o-rings are listed as replaced. BTW, There is no such thing as an STC or approved mod for removing the gascolator!

No hole suggest the belly pan was replaced after a gear up incident and the folks doing the repair didn’t know enough to drill the hole - they don’t come with the hole in place. Plus the owner then wasn’t particularly thorough with their pre-flights either. Probably only drained once a year at annual when disassembled. I bet you’ll find a new replacement belly pan in your airframe logs. Sent from my iPhone using Tapatalk

I'd change the title to say your looking for recommendations for a PPI in the LA area to narrow down what your looking for. Its often best to use an established Mooney MSC for a prebuy, but there aren't really any recommended ones in the LA Basin, so a shop with lots of Mooney experience is the next best option; or plan to negotiate a flying it out of town to some one like Top Gun in Stockton.

I doubt it too, but I don't even get the "why bother" with it unless someone wants it for a museum static display. Its not approved for IFR and we have such amazing VFR capabilities with an iPad and your choice of app; not to mention many more options.