kortopates

Where are you that you can’t fly past TBO? Both engine manufacturers have yet to recover from the pandemic. Sent from my iPhone using Tapatalk

The paint was an issue some years ago but has been resolved quite awhile back. I queried several Mooney owners about the paint, all with over 5 years of service, and every one said the paint was still in pristine condition. Every prop is made with stops so that sounds like a red herring to me. The real issue for me was servicing the MT prop. A few years back the issue was that you had to send the prop to MT in FL for servicing, being on the west coast that was a major issue for me. But now they have a network of shops across the country that service them including my favorite prop shop in Northern CA whom I prefer to use and does pick-ups in SOCAL. With that resolved I was ready to be a MT prop owner. Sent from my iPad using Tapatalk

So given the erroneous weight and bal is 3.5 years old i am still scratching my head to understand how the pilot has been doing his or her obligatory weight and balance pre-flight check. Although we all know the answer. sigh… Sent from my iPhone using Tapatalk

it’s not actually inches but the moment in thousands- intended for using the moment envelope rather than inches. Sent from my iPhone using Tapatalk

Taking forever to find satellites is a function of the almanac of satellite positions whose memory uses the internal battery to keep alive. So when it suddenly takes forever to find them it’s typically the internal battery as Lance described. I don’t know if Garmin is still servicing the old non-waas units but you’d probably be better off finding an old school avionics tech willing to replace the battery for you to see if that solves it for you. But you could have more than that going on. Sent from my iPhone using Tapatalk

As a Mooney PPP instructor for many years i can tell you as long as you supply the rental Mooney that’s fine, but you also have to add MAPA Safety Foundation as an additional insured - something you have to work out with the plane owner. There is no such thing though as a “provided rental”, since we’re not a school but Mooney specific CFI’s dedicated to helping you become a safer and more proficient pilot. Sent from my iPhone using Tapatalk

Decades ago a shop offered to weigh my first Mooney, a 231. It came out with similar results. I just ripped l it up as you should do with this one and hopefully you didn’t need a new one from any changes. But if so just have them do a revised wt & bal from calculating. I’ve been through major panel updates and always calculated the revised wt& bal. Sent from my iPhone using Tapatalk

So they've been saying for quite ahile now. So I have the MT-composite prop. I was worried I would lose some cruise speed but so far I can't see and noticeable loss. But its climbs amazingly better, jumps off the runway sooner and requires a significantly steeper attitude to get to Vx, (I haven't yet been comfotable to actually find the pitch attitude that doesn't exceed Vx since losing an engine at that pitch attitude would be to unforgiving). Evenbtually I'll do some testing with some altitude. Still need to measure best glide speed range but so far doing a pwr off 180's from the usual spot still works fine and that's without pulling the prop back - which I only due gliding to an airport. But the physics says its got to be less than what the original 2 blade McCauley and I need to update by glide ratio.

In a hangar it last a long time, but out side on the ramp I suspect not that long.

Hank and California purple wins hand down. However, if one is starting with a really badly oxidezed spinner, IMO the first step is to take it to professional polisher whom can restore it a lot better than any product applied wby hand. But once past that I don't see California Purple being beat. I've tried many too but far from all.

Very true the hull value will effect the hull insurance proportinally to its value. Liability which is much smaller percentage is likely unaffected. But I believe the notion that purchasing a "beater" airplane, at a lower cost, translates into lower operating cost does need to br crushed. We all know purchase price was just the initiation fee into the this hobby and the real cost is in annual operating cost. There should be very little difference in maintaining a C vs J all things otherwise being equal. But we know buying a bird with a lot of deferred maintenance, or anthing that resembles the "beater" description is probably going to the most expensive to own compared a well loved and cared for bird. Plus a younger, less worn airframe can also help. Hence why I resonate to buy the best example you can afford and also buying your last airplane first if one has any desires to upgrade.

Not at all my area of expertise but I really suspect Mooney may no longer have the authority with their Production certificate to tckle such a job. I beleive may seriosuly underestimate the hoops they have to go through to made a mod to the TCDS to make this happen. They no longer have to staff to populate all the roles necessary to enable restarting any production beyond parts even if you paid the cash up front. But Garmin will have the same issue that Mooney ran into when they invested to provide the WAAS G1000 upgrade. After pressing the factory for years, few owners where willing to pay for it that they had to loose money and Garmin will be even less motivated to loose money taking on the project despite much deeper pockets to work with. The Nxi upgrade will have to be significantly more costly than the WAAS upgrade. Although owners should get most of that investment back in increased resale value down the road that argument obviously didn't win enough Mooney owners for more affordable WAAS upgrade. Although a 3rd party could develop their own STC in theory they can't do it without Garmin's support to provide the baseline - and that's not going to happen. I only wish we have more forward Mooney owners out there like we have on Mooneyspace to push for this. And @Schllc my hats off to you for your efforts in trying to help the factory pursue this. But I think its naive to blame the FAA for this

The Merlyn is still entirely manual, but replaces the fixed bolt with a pneumatic wastegate that greatly increases your critical altitude. But you still have to avoid over boosting and manually adjust with changes in altitude. But very useful if you want to fly in the upper teens. A few seconds of overboost is not generally an issue though. The automatic wastegate solution is the 252 or the 262 modified 231 that has the 252 engine. Sent from my iPhone using Tapatalk

As far as i know, they all offer it except for only Avemco. But they all have additional requirements which may only be sufficient time in type. I’ve only seen annual IPC’s required for more than 1 mill smooth or for older pilots. Sent from my iPhone using Tapatalk

From the sound of it, you’re already delegating or putting all your faith in the mechanic for the scope of the pre-buy which is a mistake. Start with a review of the logs and draw up a pre-buy inspection list with the help of the mechanic that will cover Mooney specific issues and your mechanic can give you an estimate of the hours to do it. There are some pre-buy checklist in the file section to help you. Sent from my iPhone using Tapatalk

Although entirely true statement, reality is because they’re flying ROP at pretty high power, they won’t be able to run LOP that high and keep TIT from exceeding 1600. Many are already running above 1600, such as 1630F, with a power reduction as it but with still too high TIT IMO. But every pilot makes the tradeoff between speed and longevity on their own terms. Sent from my iPhone using Tapatalk

You must be getting massive leakage on the even side due to the wrinkles in the flexible baffling. To verify you need to shine a bright light in the air inlet with upper cowling in place. If it’s not laying flat against the upper cowling it’s leaking and that looks like a very large leak from the wrinkles. FF will help but it won’t fix poor baffling. Also FF won’t help a large imbalance between even and odd cylinders as the baffling suggest is present. Sent from my iPhone using Tapatalk

it depends are where you started relative to peak on the mixture curve. But if per your example you started at 40F LOP, added 2”, all else the same, you’ll see a significant drop in IAS if that was 40F lop on your richest cyl. But a drop. Sent from my iPhone using Tapatalk

You have to keep in mind Mike doesn’t fly over 65% except very rarely since he’s all about longevity and therefore has no red box to be concerned about. That’s why leaning by CHT works him as a proxy. Plus he knows his engine so well he knows how lean it is. Sent from my iPhone using Tapatalk

No, FF solely determines LOP power, but what Ross was referring to is with a Turbo you can lean with air, not just FF. So whatever FF you want to target too, set accodingly and then add air (MAP) without changing FF. But you will not gain airpseed by simply adding air, since power is dropping as you move further from peak and much more quickly on the LOP side than the ROP side.

Just find a salvage battery box on ebay or one from of the many salvage folks. You don’t want to try and source new parts; especially pay new prices. Sent from my iPhone using Tapatalk

Hopefully we'll see you back in a Mooney very soon!!

Chinese investment in Mooney resurrected the factory, brought back production, provided for many factory infrastructure improvements and started development of a new trainer aircraft. All at the expense of many millions that were poured into Mooney yet Veronica (Chinese investor) got virtually nothing beyond a handful of Mooney aircraft in China. No question the factory was far better off from it - not corrupted! Sent from my iPhone using Tapatalk

No, since it’s mounted on the battery box lid but not connected to anything else, it’s not in the way of anything. Sent from my iPhone using Tapatalk

Indeed he did, but right before that line he says he has mostly used Aeroshell 100. The overhaul and top debacle happened away from home and Mike was doing the work in a Las Vegas hangar and was flying in to work on it - a lot of things where done a bit differently because of his plane being stranded away from home. The fact is, he would tell you its makes no difference with the caveats I mentioned as he does also in the article.