kortopates

Hi Jim, With your C you'll be able to take advantage of ignition advance that us Turbo guys can not - the advance is disabled on Turbo installation. (it really doesn't matter because Turbo's don't generally operate at the lower MAPs that invite advancing the timing.) So in addition to improved reliability you should get some performance improvement ROP. It may come with the con of a bit higher CHTs and this could be big concern for any C model since they are typically struggling to keep CHTs down; especially in climb. But given the advance doesn't start till about 24" (from memory), it shouldn't raise CHTs in the initial climb. (You also have the option to disable the advance if it does become a problem.) There are many C's I see with a Surefly installed doing fine with CHTs too. But I went with mine purely for reliability. Your NA Bendix Mags though will easily go beyond the recommended 5yr/500hr IRAN servicing without a hiccup, but our pressurized mags are very subject to moisture contamination flying in wet clouds such that I'll open my mags at every annual regardless because moisture wreaks havoc on Mags. Now with the Surefly that's one less mag I have to worry about every annual. Hope that helps with your decision.

Odd question because they don't provide the same information: The wing gauges are calibrated to tell you how much fuel is in the tanks ON the Ground (where nose is pitched up) The G1000 gauges are calibrated to tell you how much fuel is in the tanks in Level Flight Thus they should not agree, but close - but both are accurate, usually very accurate else they need attention.

Since I fly a Turbo, I am real serious about CO monitor and use TSO's panel installed multi-function unit from Guardian, so I know its always on and working as soon as I flip the master switch on. They're not cheap and they require a new sensor and recalibration every 5 years; but my precious cargo and I are worth it The unit also has the added benefit of reminding us in the climb out when to turn on the O2. https://www.guardianavionics.com/aero-553-panel-digital-display-multi-function-co-detector-tso-certified-aircraft

By far #1 is more reliability in the Surefly over a pressurized Slick (A few MB's have Bendix that perform a bit better, but very few) A distant #2 is slightly improved ignition resiliency to LOP ops; meaning the ability to go a bit deeper LOP

I’ll add that if you have an engine monitor and know how to use it, it’s extremely rare you’ll experience a catastrophic engine failure without plenty of warning. Sure there are exceptions like an oil hose bursting but even then you’ll still get advance warning seeing your oil pressure decay probably minutes before the engine seized. But most failures don’t have to become catastrophic failures by seeing what’s happening on your engine monitor and responding appropriately; including declining oil pressure. Also Altitude = time when you are having most emergencies except for being on fire! Sent from my iPhone using Tapatalk

Plane was listed for sale this past May with a GNS430W, so capable of flying the LPV. It then had a basic vacuum AI and DG with a Garmin 496 for weather. And basic Century IIB autopilot with STEC Alt Hold. The flight aware track doesn't show the plane getting below 1200' (uncorrected for baro) or about 660' AGL. LPV minimums are 789 msl or 269' AGL, but power lines are more like 100 AGL at what I am guessing is most of a mile from the runway. So very lucky that they're okay!

Mooney didn't use a flap switch with a detent switch till some late model J's when they first introduced a higher flap extend speed. Then they went back to the earlier flap switch in Long bodies without specifying a higher flap extend speed in the TCDS. But with the G1000's you essentially get a detent position for takeoff/approach flaps, but Mooney still didn't provide the higher flap extend speed for these models in the TCDS.

I personally really dislike the two separate data files you get with the EI C & P combination. Without all the data in one file, analysis is a challenge. I do have one client that is able to combine them in Excel which makes a world of difference. But that takes time and do that on every flight file? Sent from my iPhone using Tapatalk

Nah, that would result in every fill up turning into a two step refuel operation: first “refuel” to 50, then go back into set up to Add another 22 gal. there are no “tabs” for 50, so why make it so complicated? The Aux tank is meant for when you have extended tanks. Just change the setting so the refuel is to full tanks, any other fill just use the add button to add the number of gallons. Either one is a single refill step. Sent from my iPhone using Tapatalk

In the setup is there is a field for what #of gallons to to fill up when you say yes to "refuel" so that it says 72 gallons instead of 50; which I assume is the default setting till you correct it. You should be able to adjust your fuel quantity up or down by each 1/10 of gallon by touching the add/subtract button. Refer to your Pilot Guide but my memory is that holding the button down will add fuel and short presses will subtract fuel. If its only allowing you to add up to 13.9 on top of 50 gal starting, perhaps there are two fields you need to set - a default value when you say Yes to Refuel and a separate Fuel capacity to 72 gal. But all this detail is in your JPI EDM 830 Pilot Guide; also found on their website.

Get it done! it’s neither difficult nor expensive and long overdue. Many past threads here on it. Let google be your friend. Sent from my iPhone using Tapatalk

it’s an easy job to replace the bulb. They’re available through Spruce or any electronics vendor. The part # is in your Mooney IPC. Sent from my iPhone using Tapatalk

Eric is correct, the EDM doesn’t use p-leads for signal but a Hall-effect sensor on the mag counting rotations. It makes no difference to the sensor if the mag is firing or not. Never heard of EMI noise problem with them, nor this issue with them but i would check all connections closely at the mag. i’d expect you have a poor connection there. Be careful it’s a rather delicate sensor installation. Sent from my iPhone using Tapatalk

True, but I'd guesstimate less than 3% of us fly out of country!

Great news! i’ll be applying for that duplicate soon even though i just got my new one. I am not trusting an “expired” on paper, even though not officially, is going work without delay out of the country. Sent from my iPhone using Tapatalk

no where near the cowling or engine but out under the wing where your OEM OAT probe is located. Otherwise back by the tail on the fairing under the elevator also works real well. Sent from my iPhone using Tapatalk

Doubtful, but certainly responsible for every less than perfect landing over the last 19 years!

yes, it takes a castle nut and a cotter pin. You can start ordering the standard hardware and things like the Heim joint now from Aircraft Spruce. The only tricky part is determining what size shim you’ll probably need in order to tighten things up on the steering horn. you won’t be able to measure that till you take it apart and can you get a feeler gauge on it to measure what you might need to take up any residual slack. For the shims, you’ll have to go through your favorite MSC or LASAR. It might seem a little challenging at first to get access to get it off, particularly the bolt with the castle nut, but I recall just partially retracting the nose gear to give give me the access I needed. Sent from my iPhone using Tapatalk

Cleveland also has a place that overhauls their wheels too, or used to.

The cowling change between 231 and 252/Encore is much more significant. Remember that two manual cowl flaps changed to 1 larger and very different electric cowl flap with alteration of the engine mount to accommodate the electric motor and cowl flap extension system mechanism. Change is lights, inlets and intake on side. The only difference between Encore and 252 cowling is $12K in carbon fiber (pricing over 10 years old). you’ll want to find a salvage 252 fiberglass cowling and engine mount. Sent from my iPhone using Tapatalk

What we really need is recognition by ICAO of a Basic Med certificate; then it would be universal.

I see very few Basic Meds compared to Class 3 as an instructor. Besides everyone has to start with a Class 3. But my plane knows no borders (till recently you needed a Class three for Mexico) and its till required further south of Mexico and as well as required to fly in Class A airspace.

Maybe the phrase only has meaning to Disney Land in SOCAL and its all about geography, but I can't imagine it not having meaning to anyone out west unless we're talking Millenniums and GenZ etc!!

Except for the lines getting longer! Sent from my iPhone using Tapatalk

I believe they are accepting Basic Med now. Sent from my iPhone using Tapatalk