kortopates

I am not sure when the double articulating seats you all refer too debuted. But they were available with the first 252’s a decade before the early Bravo’s. Sent from my iPhone using Tapatalk

If you need a flow meter, highly recommend Precise Flights A5. they’ll sell you one with the scott connector. Sent from my iPhone using Tapatalk

Garmin says no other cooling fan is required. My original Mooney fan was removed and i’ve never had an issue with stack of GTN’s (750 + 650) Sent from my iPhone using Tapatalk

Many of us travel, that said i am too far. i do lots of K transition training and have never seen anyone require an IPC. At least not without a couple mill smooth for the added liability. anyway that seems counterproductive as transition training is chiefly VFR on landings, airframe, engine management and your systems. That’s typically a 3 day course with a high density alt airport added - without ever starting instrument flying. Sent from my iPhone using Tapatalk

you can go to a higher altitude and do it at lower 55% power, but no reason to do it above 65% power. You can also reduce RPM to decrease power at same altitude. it’s not going to change your gami spread (despite what you may have read somewhere). when a change in spread size it detected something else is at play like induction leakage. But i wouldn’t worry about that initially. besides you’ll get the best LOP resilience to misfire with the slowest RPM. You’ll also see unnecessarily high TIT doing the LOP mag test with power levels that high. Sent from my iPhone using Tapatalk

The Lift the wing produces at any AOA and airspeed is unchanged. But deploying the Speed Brakes causes the aircraft to slow without a change in pitch. Since speed is reduced, the net lift is reduced. But by overcoming the additional drag of the speed brakes with more power, it get back the loss of speed, the loss on lift can be restored. It’s not that the ability of the wing to produce lift for any AOA and airspeed has been compromised. In contrast, Spoilers differ from airbrakes in that airbrakes are designed to increase drag without disrupting the lift distribution across the wing span, while spoilers disrupt the lift distribution as well as increasing drag. Sent from my iPhone using Tapatalk

Swift UL94 has limited availability. Sent from my iPhone using Tapatalk

Both Advanced Aircraft and the old Gibbs maintenance shops at MYF and Socal at SEE maintain plenty of Mooney’s. Jared at Coast is just grown paranoid of older Mooney’s; having no mechanical background himself. Sent from my iPhone using Tapatalk

Chandler is a good shop. Sent from my iPhone using Tapatalk

Don’t need to replace it, unless you’re in a hurry and have bags of cash. Much less expensive to have your mechanic send it out to an electrical repair station. they’ll advise what it needs and you can elect to just fix or overhaul it once they give you an assessment. Aero Accessories in Van Nuys, CA turns them around in usually a day. Sent from my iPhone using Tapatalk

those are mostly questions for the owner, he probably doesn’t want you messing with the plane till your a serious buyer and even then may only allow a licensed mechanic. No way to know without asking. But proper first step is to review the logs. Personally, I wouldn’t invest in seeing it till i reviewed the logs. Sent from my iPhone using Tapatalk

Couldn't agree more! One of my favorite destinations is Mammoth airport (MMH) for winter skiing and summer hiking/climbing. Use to keep an airport car there before parking rate got too exorbitant. Don't even need a plane to get there, but flying up in under 2 hrs in our Mooney is much more convenient than the 8-9 hr drive though LA traffic. Plus our 252/Encore isn't useful load limited at over 1120lbs. I have a fellow flight instructor friend that flys his C172 up there, which shows pretty much any plane can make it there. When the conditions are perfect. Mammoth is famous for cross winds so he only fly's his C172 up on perfect blue jay weekends in fall or spring when the density altitude is still reasonable; and only solo. On the other hand, my wife and I are able to visit there all year round and very rarely have ever had to divert. We've flown over the pass multiple times when the reported resort winds were well over 60 mph, but always crossing over by at least 4K-5K' above the terrain because we have the equipment to enable us to do so and quickly. We've been forced to stay low too because of icing concerns up higher and have had to fly down the valley lower suffering the turbulence and throttled back because of the turbulence. Kept lower like that add challenges to stay away from of rotors of severe turbulence that can do damage; easily done when visible but there not always visible. Not a glider pilot, but flying in the mountains forces you to learn as much as you can about waves and their hazards. Been lucky so far, but saw what it did to a KingAir that landed at Mammoth after it had descended into some bad turbulence (likely a rotor) with too much speed - all of its skins where significantly wrinkled. But most of the time when the weather allows, we'll cruise well above the peaks where we can pretty much always find a smooth ride despite the turbulence below.

Even much better than the Precise Pulselite was the Lasar Pulser made specifically for this application. Much smaller and located right behind the recognition light switch, it will pulse or maintain continuous on. But this more economical smaller pulser entirely solved the hot recognition light issue when in pulse mode. The only problem is they stopped making not long after Precise introduced their expensive and big Pulselite - decades ago

Rich has a good sense of humor!

I wish that were true. But we can only use the approved part number for our engines and the TSIO-360's use a spot welded multi-segment V-clamp. It would be nice if this future AD inspires TCM to make and approve a riveted version, but given the relatively small number of them I am not optimistic. But I am not worried either, these things will last the life of the engine if they aren't abused and that's been the entire problem; folks haven't been paying any attention to them.

Not exactly. Once you get approved with a special issuance your good to get a basic med. You don’t have to stay with the special issuance. A few limitations with Basic Med but you won’t be limited to LSA nor have the expensive SI medical renewals cost. Sent from my iPhone using Tapatalk

The spot welded clamps are much cheaper than the riveted ones. But if the proposed times in service stay as is, we’ll still pay about the same for them per hour since the spot welded one’s time out much more quickly at 1/4 the riveted ones. Sent from my iPhone using Tapatalk

The CIES senders replace only your original Mooney senders, in the main tanks. There aren’t any senders in the extended/aux tanks. You’ll still get better accuracy with the extended tanks when properly calibrated over the original senders, but not perfect since the senders will max out before the tanks are filled to capacity. If the engine monitor is already installed, then very little special skill is needed. But hours estimate should come from someone who is willing and able to do the job for you. Sent from my iPhone using Tapatalk

There is an FAA approved paintless dent removal process provided by a company that specializes in traveling to the plane's location and performing their service on business sized jets and up. After getting estimates for repair, some Mooney owners have gotten their insurance company to spring for installing TKS rather than repair the leading edges since the TKS panels cover them anyway. Great way to change a loss in value to a gain - courtesy of your insurance! Otherwise a new paint and body work take care of it except for the control surfaces as pointed out above which need to meet balancing requirements. For control surfaces, mainly ailerons. Only a couple of specializing firms like Beagle are capable of doing a quality reskinning job versus buying new $$ ones from the factory.

Just looking at the pictures of the failed one, they all look very corroded as if they had been in service for multiple decades with other exhaust issues going on. A key requirement of the Best Practices document is to perform an real inspection on these annually. If actually done, that alone should give these enough attention to cure the problem.

You’ll need a dual subscription which they offer at a discount over 2 separate ones. the software keeps track as you “program” the data card and will only allow you to program what your subscription allows for. Sent from my iPhone using Tapatalk

yep, the AD will require following the FAA Best practices guide for turbo exhaust components. Which generally calls for replacing after 500 hrs in service or on condition earlier following annual inspection criteria. There are many more details i am not including. But highly recommend reviewing all the photos of failed v-bands. The crazy thing is the photos showed failed clamps showing signs of corrosion and likely exhaust leak damage; i.e. signs begging for them to not only be replaced but probably also addressing exhaust component issues too. No surprise they failed. My take away: Keep up on exhaust component maintenance and you probably won’t get any surprises with failing v-band clamps. Sent from my iPhone using Tapatalk

It can easily be returned to the manufacturer International Avionics, Incorporated (IAI). They are located in Texas and will turn it around in a few days and a very reasonable cost. Their address information is located in your Mooney service manual or you can google them. If you google this to search site:mooneyspace.com you'll find several previous threads on this with peoples results, cost and time etc

There isn’t even a need to deal with or wait for the FBO’s insurance. Your insurance will make you whole fixing it to your satisfaction and then subrogate the FBO. Just get in touch with your insurance company and adjuster. Sent from my iPhone using Tapatalk

personally 4 hrs is overly optimistic; especially with a switch and/or CB. The audio panel is a big unknown. Sent from my iPhone using Tapatalk