kortopates

I once saw an underwriter, USAIG, go over the insured hull value, but only because the owner had asked for a sizable increase in value after a major panel upgrade. But the owner’s request to increase hull value had gone unanswered for a number of months despite having submitted receipts to substantiate. In this case, i thought the insurance company did the right thing by paying out more but not nearly the full amount. I felt they had some obligation to do so since they let the request go unanswered for so long. I imagine there is a scenario by which the owner could sue the parties responsible for additional losses beyond what are recoverable from his insurance. But obviously the insurance companies have first rights to collecting their losses first. Plus i imagine they can add their own subrogation expenses to what they sue for leaving little if anything for the owner to argue for. Clearly only the lawyers make out in these cases. Sadly we can all learn something here by the need to adequately insure our planes. But there are disadvantages to over insuring as well. There is a point where damage is severe enough any owner would prefer to get a check to go plane shopping rather than rebuild one so broken that not only will take a long time but after being fixed the damage stigma will significantly decrease it’s market value for a long time. Sent from my iPhone using Tapatalk

Maybe they have a bit more leeway, but in my SOCAL airspace if a loss of IFR separation occurs, it’s not up to the controller. it’s an automatic system notification and it’s either the fault of the controller or the pilot. The supes passes them on to FSDO whom reviews them and may talk to the pilot. But typically the supe will have the pilot call them right after the incident and with a proper response it can end right there - there are a number of situations such as going missed that a good explanation will get the pilot out of trouble but some such as deviating in excess of two hundred feet of your assigned altitude in IMC isn’t excusable. I’ve given remedial training for latter. Sent from my iPhone using Tapatalk

Very cool, i do these for my instrument students at the SOCAL TRACON every semester. My next one is in October. That’s a bummer they have to apply IFR separation to VFR practice approaches since it’s makes them harder to get or adds delays. If they still take all the VFR shortcuts procedurally not following all the IFR rules it makes you wonder why bother. But i hope when the pilot screws up and there is a loss of IFR separation the VFR pilot can’t be deviated- i.e. IFR separation is more of a goal than the rule. Sent from my iPhone using Tapatalk

Sounds all normal. Is the pilot new to his Mooney? Your Mooney transition CFI didn’t help with this? Sent from my iPhone using Tapatalk

It’s not the original Mooney tach, but an alteration. I’d check aircraft records - probably installed a long time ago. It sorta look like a tach except for 60 min at top with quartz suggest more of a clock. But if it’s a tach, i’d expect it to be showing RPM and can’t tell from the pict. Sent from my iPhone using Tapatalk

I fit 2 high end carbon fiber mountain bikes in the rear of my K, like Erik says above. My aren’t folding bikes but full size. But rears seats are folded down flat to make a cargo area. Erik didn’t say if he has to fold down the rear seats. That mike be your biggest obstacle. Folding rear seats weren’t standard till the 80’s. although an STC did exist for some models including the earlier K. Sent from my iPhone using Tapatalk

Good question! Originally they picked up some Mooney experienced mechanics\IA’s from CrownAir when they first opened but they all left pretty quickly. Sent from my iPhone using Tapatalk

FYI, Crown Air maintenance at MYF went out of business years ago. Coast Air, no relationship to Crown Air, is a MSC, but is not known for quality work and doesn’t want to work on older Mooney’s. Sent from my iPhone using Tapatalk

We’d have to start with what kind of “Hobbs” meter you have. I assume it’s not the Mooney Hour meter which is actually tach time. Sent from my iPhone using Tapatalk

My wife and i used duffle bags for years to save weight - what a royal pain. Especially flying internationally when we always have a long walk and often have to pull everything off for customs. A few years back I got a really light weight roller for my wife. i was instantly envious. My work travel carry on was the Costco one Lance mentioned. Never wore it out after a couple decades but it’s built like a tank. I think it was 8lbs empty! Anyway i bought a TravelPro carry on - perfect for the mooney and is very light. Shouldn’t have waited 2 decades! Now handling luggage is easy. Sent from my iPhone using Tapatalk

i’ve seen a weighing go bad too with clearly inaccurate results. there are many ways to weight the plane each with their own inaccuracies. Not that common, just like weight and balance calculations are mostly correct. still everything needs to be double checked. A&P’s aren’t known for their math skills. I’ve never heard of the FAA weighing an accident airplane. They may re-check calculations when the info is available just like i hope every new owner does reviewing old records. Sent from my iPhone using Tapatalk

Not at all. There is absolutely no requirement to use a new weight and balance after weighing. You can discard if it you want. It’s not even a legal dilemma if you have a valid weight and balance by calculation. As mentioned, if you know the performance at your max gross weight including stall speed. A bigger concern would be if the two CG’s are far off from each other. Sent from my iPhone using Tapatalk

You were based in Mexico the whole time correct. Oaxaca as i recall. Remember you from Baja Bush too. Why get out after only two years- if you don’t mind sharing. Awfully short time. Anyway sorry to see you go! Sent from my iPhone using Tapatalk

You don’t want such a limitation as there is none. Only fuel related limitation is for fuel pressure. This is situational awareness only anyway with the 830. Sent from my iPhone using Tapatalk

Agreed! on my K going from the 2 blade alumin prop to the 3 blade MT was good for about 15 lbs. A couple lbs better without prop deice. I don’t recall but would expect a light weight starter would get a few lbs, but better adding alternator when coming from a generator. It’s hard to imagine much more than about 20 lbs without knowing specifics. Sent from my iPhone using Tapatalk

Circuit Breaker Sent from my iPhone using Tapatalk

The volume knob. there is also the CB too. Look at the satellite page next time you have a reception issue. Sent from my iPhone using Tapatalk

Absolutely! think about the problematic logistics if anything goes wrong with the plane out of the country to get an idea of the risks involved to the owner. Sent from my iPhone using Tapatalk

it alarms at the stated limitation - 2600 in your example. I don’t think any of primary monitors do it differently unfortunately. They do allow setting additional user alarms, (they call it something else though) to alarm at a lower value such as setting a user alarm for CHT at 400F rather than just go by the limitation CHT redline that informs you that you need to replace your cylinder if it go over redline. Sent from my iPhone using Tapatalk

I concur with that as well. I have a student with a 1990 M20J 28v electrical system and although the light may come on at 800 rpm after awhile it’s never on by 1000 rpm let alone 1200 rpm. Makes me wonder if brushes are worn or even a weak battery. But the annunciator voltage light is adjustable too so it may be out of calibration as well. Sent from my iPhone using Tapatalk

Really don’t need the diagram. just get under the wing and the inspection covers that are sealed are quite obvious compared to the ones that are not. The outboard sender is at the outer side of the main tank, just realize the extended tank is further out from that but also further back or aft in the wing, and of course without a sender. Even if you end up removing a couple wrong panels you can’t hurt anything. Unlike a dry inspection panel it’s very very difficult to remove a sealed wet panel. Sent from my iPhone using Tapatalk

The Garmin EIS has become incredibly popular as they have developed a large market share. It doesn't really matter which Garmin display is used, GI-275, G3X or G500, they are all almost identical in their capabilities and their software continues to improve. But the GI-275 is the smallest screen and perhaps the most challenging to get everything you want on a single screen display. The other nice thing with the Garmin route is you get greater integration of the engine data with flight data if you are either a Garmin Pilot user or down the road install a G3X. If you went the G3X route, you would just move the EIS functionality to the G3X and probably swap the Gi-275 EIS with a GI-275 adhrs. But lots of possibilities. But I'll add I personally prefer the EDM-900 over the Garmin EIS despite having a G500 and GI-275 backup adhrs driving my GFC-500. I prefer how everything is on one dedicated screen on the EDM-900 that is quite readable - without cycling through screens or menus. It doesn't matter which route you go, any primary monitor will require adding all the sensors you presently don't have. So it really comes down to your own personal preferences and how you intend to fit it into your panel.

Only indirectly, advance is controlled by MAP, Lower MAP advances timing, so you'd be able to take advantage of it at your cruise altitude. Still though advance is not a big advantage to me but the added reliability over conventional mags. But this is a personal choice only you can make.

I tried the blanket trick once and gave up on it since unless you have some one standing on it on top at the door, the blanket slides down immediately. What's works easily for us is to pick up the dog by its harness with front hand and hold legs with second arm just to move dog up and above flap to wing walk area. You'll want a dog harness to secure them in the back anyway rather than just a collar that could break their neck in an off field landing. That's worked for both of 75lb labs for me, but probably not for my wife. But now its really easy with our 35lb terrier mix. Unloading I do the same in reverse so they don't scratch the flaps, but that's also where a blanket will work fine since you'll be at the door to hold it in place without needing 2 people. I have a friend that used to travel with two big Great Dane's, the size of miniature horses! Don't think they would fit in the rear of my Mooney, but she took the rear seats out of her Cardinal, with SUV sized back cargo space, and they fit well that way.

You're right too much we don't know. But I was betting electric trim commanded down. But any example I come up with the AP commanding it down, with the pilot pulling back should cause AP to disconnect. Really too little info to go on.