kortopates

Thanks for sharing, if i was going to make any changes i’d try their recommended high altitude harness first. But i’ve been free of any high altitude miss yet i know some gap their plugs at the maximum width for the Surefly which isn’t helping. Sent from my iPhone using Tapatalk

Never seen high altitude miss with a surefly or on any EIS yet, so not concerned. Leaking wires is a different scenario. I would fear pumping moisture into the Surefly to pressurize the cap would merely serve to reduce its reliability by promoting much faster corrosion. That’s one of the main reason our pressurized mags don’t last as long as unpressurized mags. Sent from my iPhone using Tapatalk

The one piece belly doesn’t go beyond the rear seats - not too avionics bay and battery area. Sent from my iPhone using Tapatalk

I know, isn’t that nuts! We’re grounded when a beacon or strobe goes out yet the government can spend months repairing a critical piece of infrastructure. Sent from my iPhone using Tapatalk

I don’t know, those of us that fly a lot prefer untranslated metar and taf’s. Plain language adds so much clutter it’s much harder to scan them whereas in abbreviated form i am looking at one line metars and i can immediately see whatever is important whether it be winds or ceilings. Same with TAF’s. Iam all for standardizing on ICAO so when out of the US i don’t need to figure out any obscure abbreviations- they will be mostly the same no matter where i am. ( different countries use different features so they are never identical) Sure i’ll need to adjust to some changes but i don’t thinks it going to be any harder than prior changes to ICAO that we’ve gone through in the past. Flights service does a reasonable job of categorizing NOTAMs so i know where to skip (obstructions and UAS) and pay attention to airport, runway, navigation, communication’s etc don’t get me wrong, there is still lots of room for improvement (like obstructions that shouldn’t matter to fixed wing aircraft) but only plain language for all isn’t the answer imho. Sent from my iPhone using Tapatalk

There still important to fly any VOR approaches. Not legal if it’s not operational and we are required to monitor them flying a VOR approach using RNAV. Not to mention they still make up our backup MON. Sent from my iPhone using Tapatalk

MT props no longer have to go back to MT in FL for maintenance, there are many prop shops now that work on them including my favorite prop shop in CA, American Propeller. they don’t give a choice of leading edge on the J&K props, just stainless. Sent from my iPhone using Tapatalk

Better climb and no cruise loss. it’s normally several months to get it, but i still had to wait for them to get the de-ice boots and install them. the first shipment from germany got lost! Sent from my iPhone using Tapatalk

Mine is installed directly straight in front. As a HUD its not blocking anything and allows me to focus on the runway during the final approach. I too was concerned about it being an impediment and considered installing it off to one side but listened to the vendor and glad I did. After takeoff and in cruise I have it pulled down out of view.

Many C172’s have only the two servo install. It’s very annoying since anytime you either change airspeed/power or want to change altitude the AP starts annunciating TRIM UP or TRIM DOWN. You become the third servo and you’ll be called on a lot more than you would likely expect. Okay for a trainer that spends most its time in the pattern but quite annoying for an owner flown xctry airplane. Sent from my iPhone using Tapatalk

Plus i assume you’ll need the prop de-ice added (although you did mention polished prop). You’ll notice much improved climb including a steeper pitch attitude at Vx. i had to make “boots” to fit over the 2 of the blades. I used silicone baffling material. The boots protect the prop when i am R&Ring the lower cowling. i don’t yet have that job down to a one person operation like i had with the old 2 blade prop. Sent from my iPhone using Tapatalk

i believe you have to remove the starter adapter to read the part # on the gear- which is a bit more involved. But the engine doesn’t have to be disassembled to replace the gear. Sent from my iPhone using Tapatalk

But only after complying with all their SB’s. Sent from my iPhone using Tapatalk

No, speed brakes aren’t an issue. Sent from my iPhone using Tapatalk

Very true, as the guy that's not only paying the bills but doing all the work, after repairing most of connecting rods in my gear doors, all with enlarged openings (mine has 3 gear doors per side). I have since reduced my gear down speed to 110-120 kts from 140. Occasionally If I am getting slam dunked I may exceed 120, but my norm is 110-120. That's going to be challenge for a new Mooney pilot but it doesn't take that long to be able to get it slowed down without the gear and then the gear will thank you for it.

This is most misinterpreted limitation in the POH. In order to have a higher limit for partial flaps, don't you think they would specify a an amount of flaps and a higher airspeed? See the J models - the only Mooney's that have an approved higher partial flaps air speed limitation and its only for a small range of serial numbers, which are not even the last ones produced. After 34-3078, with the introduction of the 28V J's they went right back to single flap speed limitation. You won't find any such higher partial flaps speed in any other Mooney including the R, they all look like your R:

As Scott indicated. There is actually two, one for gear down and one for gear up. The gear down is furthest aft and will be obvious if looking at it with gear down.

17,000’ with 94% saturation without supplemental O2 sounds super human to me! But congratulations on getting your Ovation. Don’t worry, landings will get easier as you get better in trimming the aircraft to approach speed. Properly trimmed the flare/round out comes very easily. its only work when it’s not trimmed for the final approach speed. Enjoy! Sent from my iPhone using Tapatalk

They used too. The majority of that talent is gone now with factory operating on a skeleton crew. As has been mentioned. The factory is still making parts. I’ve never waited more than 3-4 weeks for parts despite initially hearing 3 months multiple times. It sucks to be AOG when something Mooney specific breaks. But more often than not, it’s not a Mooney specific airframe part that needs to be sourced but a standard part like a gear limit switch or a relay or a switch. Or a Mooney part that can be repaired like an electric cowl flap motor, or voltage regulator. Things you really never want to pay $ for a new replacement part when they can be repaired. Being a Mooney owner is more about learning how to source and repair parts than worrying about factory parts availability. As long as they still remain in business i am not overly concerned. Besides no matter what concerned discussions we have here, the factory will continue to do their best to survive as they see fit. That even includes a few unsuccessful people that have tried to invest serious amount of money to see the factory tackle projects without response.

I agree on the limited product development testing/prototyping resulting in a less than ideal design. But as for ever seeing a versions 2 don’t forget how many years it took ver 1 to come on the market. It must be well over a decade! the hidden leds should be an embarrassment to Whelen but i think it’s still mostly effective as is. As you say, still a big Win. Sent from my iPhone using Tapatalk

Actually Juan, the factory rollers are made of phenolic. Lasar.com has a PMA for their Deldrin rollers. They have PMA for many alternate Mooney parts but under new ownership moved from CA to Oregon and are still working on getting their approvals - so not all of their parts are currently available again; one even recently went through a recall process. But suggest you review Lasar’s offering for any overlap before pursing them. Sent from my iPhone using Tapatalk

i am with you there on free trials, but there is no sign up, just needs to be enabled. Apple hasn’t announced what they may charge after 2 years but you have to actively choose to send and receive them so should have any surprise fees. Sent from my iPhone using Tapatalk

Or you’re not flying high enough! [emoji3] Sent from my iPhone using Tapatalk

So you are also a new owner? How many seconds of prime to do give it and using which pump? I trust it has had the duel diverter removed? Continentals do not flood easily, they are in fact quite thirsty at startup.

You have to do that very carefully, since you don't want to sand the bare aluminum and sand off the thin Alclad surface. The Alclad surface provides corrosion protection for for the underlying aluminum alloy. But as you try to remove the loose surrounding paint it will likely keep flaking off. There are also signs in places where it appears the prior paint job wasn't stripped fully but just painted over (but could be signs of prior owner touch up too). It would be very easy to ruin the aluminums skins without the proper professional guidance/supervision in prepping bare aluminum.