kortopates

Of course, it’s not a traffic cop and doesn’t know if you are flying under IFR rules where it may be required or under VFR rules where it does not. But Jepessen would stop displaying charts expired for more than 6 months if i recall properly, i think Garmin charts has a limit too. Sent from my iPhone using Tapatalk

I agree with you. The debate occurs because the AIM provided guidance is the same as what Garmin provides for enroute. But since the AFMS always trumps the AIM the AFMS is the controlling guidance. So it would be a big mistake to show up for Instrument Practical exam with an expired database knowing you’ll be expected to fly an RNAV approach. But in more practical terms if an approach plate has not been updated after the database expired it’s going to be fine even though not legal - unless it’s been retired in which case ATC won’t clear it. Sent from my iPhone using Tapatalk

Savvy didn’t manage this. If you read this from the beginning you’ll see he didn’t contact Savvy until well after the OP authorized work. He contacted us for help after advice from people here on this thread plus we only manage maintenance with shops that agree to our processes and terms. So the OP did end up using us as a consultant to help him with the shop but it was well past our ability prevent what had already happened- nor are we lawyers that try to intervene after the fact. But you can ask the OP if he’s seeing value by contracting with us. Sent from my iPhone using Tapatalk

Absolutely concur. Sent from my iPhone using Tapatalk

Yes, in the cases i’ve seen though it resulted in high CHTs and chewed up the cylinder walls pretty bad. So cylinders were replaced. This is more of a Superior cylinder issue because the installing A&P has to assure proper ring gap at installation whereas other cylinders usually come already properly gapped so it can be missed when the installer doesn’t read the provided documentation and warnings that come with Superior cylinders. Sent from my iPhone using Tapatalk

Actually most J&K's that have the K wingtip do have the Whelen recognition lights - except for the earlier models. I can't tell you what year they started but Whelen designed the the new LED recognition light specifically to replace the original recognition lights for the Mooney wingtips used in the J&K and up https://flywat.com/products/mooney-led-wingtip-recogntion-light Its a minor mod to install these since they are a direct replacement for the lights used on later wingtip Mooneys. Pulsing them is a good improvement. I use them with a LASAR pulser that is no longer available and think they work great as do many other Mooney owners. Since there is no standard for these and you aren't replacing the other required lights your IA has much more slack in installing them, but its his opinion that matters here.

You haven't said where you're expecting to install this, so I am assuming by replacing the whelen recognition light. The first one seems like a non-starter with its dimensions, The SunRay EVO III is smaller than the Whelen recognition light and is going to require your installer to fabricate a means to mount it in position - the whelen light as I recall just floats there due to its dimensions. I suggest you discuss with your IA to see if he wants to tackle such a thing. You have so many options with the Whelen LED light an pulsers mentioned above that would not have the obstacles this would. Each obstacle, installation mounting and approval will cost $$.

Maybe if you shared the product you want to install we may have a better idea. “Position” lights have to meet a TSO standard, “recognition” lights do not. A Field Approval is a 337 submitted by a mechanic to the local FSDO for sign off by the FAA. My local FSDO is so understaffed about the only way to get a field approval is to present one signed off for the same mod you want by another FSDO already. Any field approval must essentially have approval from the FSDO before starting. FSDO’s vary on their opinion of unapproved lighting. Best to be asking your IA that does your annuals. He/she could say he could do it as a minor mod, check into getting a field approval for you or say no way will it get approved. The specifics matter. Sent from my iPhone using Tapatalk

Maybe if you shared the product you want to install we may have a better idea. “Position” lights have to meet a TSO standard, “recognition” lights do not. A Field Approval is a 337 submitted by a mechanic to the local FSDO for sign off by the FAA. My local FSDO is so understaffed about the only way to get a field approval is to present one signed off for the same mod you want by another FSDO already. Any field approval must essentially have approval from the FSDO before starting. FSDO’s vary on their opinion of unapproved lighting. Best to be asking your IA that does your annuals. He/she could say he could do it as a minor mod, check into getting a field approval for you or say no way will it get approved. The specifics matter. Sent from my iPhone using Tapatalk

i am probably the one dissenter in the need for a G3X specific forum. But it really doesn’t affect how I follow post here. I virtually never browse forums but follow new activity scrolling till i find something of interest and i probably won’t even note what forum it’s in. But i think we already have way too many forums. For example we added a Bravo forum some time ago and as expected only about 20% of the content was Bravo specific topics. For those people that do browse by forums, doesn’t the logic backfire when a bravo owner asks about something like what kind of tires or tubes to run if only people interested in Bravos will review it? Personally following the intended logic here my vote would be for Garmin avionics and Avidyne avionics if we really need that. i predicts the majority of G3x won’t be specific to the G3x at all but will focus on GTN’s, GFC-500, and G5’s, or even VNAV etc and when so the logic backfires if all the other users with the otherwise same equipment don’t see it. I also don’t get keeping the repository of info in one place. Does anyone search for anything in MooneySpace forums using Mooneyspace search? Google is the only way i search because it’s the only way that works decently. But again this won’t be a hindrance to me either and as a Tapatalk user i can’t participate in polls either. Which is an acceptable compromise to make for me. Sent from my iPhone using Tapatalk

correct! Sent from my iPhone using Tapatalk

Precise makes an approved flasher to do what you want. probably others as well. Lots an approved LED and HID lights. I have a HID lights and a flasher on my WAT Recognition lights. Aircraft position lights are not allowed to flash. Sent from my iPhone using Tapatalk

Odd, i had all 4 of my TSO’d belts re-webbed by Alpha Aviation without any changes and think it was less than $800 back then but this was a number of years ago. Of course my hardware was fine and just re-used it. Alpha does a quality job too. Sent from my iPhone using Tapatalk

It’s actually pretty easy. If one has the TSO’d seat belts the webbing is tagged with the TSO on it. It’s the hardware that is TSO’d not the webbing, so all one needs to do is send in the complete old belts and the shop re-webbing the belts will ensure they get the TSO tags on the re-webbed belts using your existing TSO’d hardware. Re-webbing is a lot cheaper than buying entirely new belts. Sent from my iPhone using Tapatalk

The more accurate way to determine if your engine is still producing full power is in measuring your time to climb from liftoff to some altitude such as 8, 9 or 10K’ as compared to your POH time to climb table. It’s critical to follow the POH listed conditions such as Vy and will need to still have the same prop. e.g. a 3 bladed prop will climb better than the original 2 bladed. Modern POH’s make this pretty straight forward yet done older POH’s (as well as some STC’s) can make this more difficult and may only give climb rates at different altitudes rather than provide a time to climb table. Sent from my iPhone using Tapatalk

So sorry to hear what your going through! Hope you’ll get back into your J real soon so you can start enjoying it for real. Sounds like you’re renting an arrow - essentially the same engine as your J but absolutely no comparison in performance! Sent from my iPhone using Tapatalk

Sources vary but i believe it’s height is 20,310 making it’s the highest peak in North America. But you are right about the highest rise from base to summit. At over 18,000’ it’s the phighest in the world. Stay away from those low and slow pipers though and get a Mooney, even the J’s service ceiling is much than that 14K! Sent from my iPhone using Tapatalk

True, but even an appraisal isn’t going to help. Typically they’ll limit repair cost to 70% of hull value expecting about 30% of hull to roughly equal salvage value. So more than 70% of hull it’s cheaper for them to total it and write the check. Now maybe if the owner has already asked the underwriter to increase hull value and was still awaiting a response when the gear up happened? Sent from my iPhone using Tapatalk

I have to believe anonymity plays a large factor in this. I much prefer the Beechtalk method and when people use real names it also helps keep disagreements more respectful and civil. You may chose to use Pilots of America as a counter example and maybe true from an attack basis but it’s far from ideal. I think it helps that Mooneyspace got “seeded” if you will with Mooney pilots from the earlier aviation list groups - although very few survived to current times. But back in the day people went by real names, now we see trouble makers come come back with new handles - although that is not a big issue. In my opinion becoming a Facebook is. Sent from my iPhone using Tapatalk

It’s richer than most; especially for a lycoming. But not at all too rich. Yet in climb i would still recommend leaning to 1350 as long as your CHTs were fine; a little richer if not. Sent from my iPhone using Tapatalk

Yeah everyone has bitched about the installation but better to bitch about it after and stay alive if your engine decides to give up the ghost at an inopportune time leading to an off airport landing. And trust me, you won't like we'll be saying about you if you don't get this done before you need it: "He was such a smart pilot; except for dragging his feet for so many years....and then had to rely on luck rather than his superior ADM....but it wasn't his lucky day ((

There are many ways to set mixture for high DA departures for a NA engine, but none are as easy and accurate as using your engine analyzer! Almost all Mooney's have engine analyzer in them right? Well all the trainers in the local flying club have approved for primary analyzers so that they could ditch those inop and inaccurate 40-50 yr old factory instruments. All it takes is basic EGT monitor to set mixture using the Target EGT method. Basically you simply observe what your EGTs are departing from a near sea level airport. And if you haven't been able to do that in a long time or rarely I suggest you use 1350F for your target. Then for any high DA airport, set up to do a short field takeoff where you hold the brakes while you watch power to come up to full power, except now lean the full power mixture to your target EGT or 1350F. Then release the brakes and start the takeoff run. Its going to change a bit on the take off run but you'll be pretty close. Then in climb just keep slowly leaning in climb to maintain that target egt or 1350F all the way up from sea level till the engine can't produce max cruise power of 75% or less; e.g. ~8K DA and higher. When power has dropped off to below your max cruise power or 75% you are free to lean as aggressively as you want subject to keeping your CHTs in check. Don't have at least a basic engine analyzer? You really should considering the value of your engine not to mention your precious cargo. An engine analyzer in the hands of a smart pilot provides critical safety of flight information on the health of the engine and has saved this pilots butt more times than I can recall.

Just wow! Call these guys today and order their kit to install shoulder belts in at least the front seats. The life you save is very likely to be your own! https://alphaaviation.com/upgrade-by-minor-change/ I used to be able to find the link to the actual shoulder belt kit for the M20 they sell but could not this time. it’s hard to fit the bracket on but it does fit - hundreds of these have been installed. If you have a J bar the push button release is better way to go too. Sent from my iPhone using Tapatalk

He is referring to swapping the 3 backup instruments on the right side to a GI-275. I have a client that has done this very recently. They aren’t integrated with the G1000 so don’t think there is anything special required to do this and i think it’s a great upgrade. Will require some panel work as well. Sent from my iPhone using Tapatalk

Absolutely correct! Sent from my iPhone using Tapatalk