kortopates

skeptical of what? Very impressive for sure. Plus winds were reported at 50@10 Gusting to 16 with runway 10 in use. That cross wind exceeds the limits of many pilots I know!

At least try disconnecting and rotating the MC and the tapping to get any trapped air out even though you can't see the air bubbles. I was amazed at how much trapped air there was and I assume its because the MC hose connectors are not at the high spot on the MCs. But I bet you'll see noticeable improvement right away.

Be careful about non-bendix key blanks used for your ignition key, like you would find at Lowes or Homedepot etc, This may sound overly anal at first, but the only airworthy ignition key is a Bendix key for your Bendix ignition switch and here's why. Use of a non-bendix key in the ignition switch has been shown to be able to removed from the ignition switch without the key being moved to the Off position - in other words in a position where the one or both mags are still hot. I unfortunately learned this after someone at my home base died because of it. A student pilot pulled the key after shutting down, got out to push back plane back and was hit by the prop when moved it. The Mooney door lock is merely a $3 Chicago Cabinet lock and I know the use of cabinet lock keys for ignition switches is prolific. And folks aren't likely to replace with them with a Bendix key blank after hearing this, but be sure to test any ignition key you might be using to ensure it can not be removed without the key in the Off position. Otherwise its a set up to see a repeat of the above needless tragedy.

That's why we make copies of all your required documents, including air worthiness and registration, and present a copy to the inspector. Then they won't need to see the original in the aircraft. They'll be happy and it saves everybody time.

Indeed they do, but I am referring to your registration entering Mexico. I wouldn't want to see what happens if you showed up with out the official document on board. But I know plenty of inspectors look them up on the FAA website to see if its still active as I seen more than one plane impounded by the authorities while the owner had to leave it there to go work on getting a new temporary good for international travel before they could get their plane back Of course this always happens on a weekend when the FAA offices are closed. But would they let you by with just a warning if you didn't have it on board? I doubt it but don't know. As you know, the law still requires you have the documents onboard to be airworthy and present them - database or not. But as for the FCC operator and aircraft permits, these seem to be FCC rules or perhaps ICAO rules that no country in North America or CENAM cares about. I've actually seen pilots push the documents to inspectors saying something like don't you want to see my brand new radio license? Maybe its a good thing since not everyone realizes its two different licenses at first.

Mike generally runs no more than 65% and LOP and yes Continental TSIO-520’s. Many people assume any 360 is a lycoming since the lyc Io-360 is so popular. I wouldn’t say a cylinder change is major work at all but it is invasive and should be avoided till really necessary. Most cylinders are replaced before they really need to be. Many times lapping a valve will save the cylinder. Sent from my iPhone using Tapatalk

As far as I know every electric gear Mooney has the light. I have done transition training a number of times when I had to tell the pilot his floor board bulb is burned out or broken wire. Its on the annual checklist too for mechanics to check - not that everyone follows the Mooney Checklist though.

I wish I could answer that since it makes no sense to me, but in the SL or SB, their is language to the effect that the factory has seen a failure where the panel light came on but gear wasn't down. As best as I can tell, electrically they're either both on or both off. So I've wondered if they might be referring to a failure where you have some bent tubes and perhaps you can't see the football but its still lights? But I can't imagine how you could have bent tubes and get a tube far enough to close the down limit switch either. Its remains a mystery.

I think the cat is out of the bag given the inspector is requesting the log book entry for replacing the gear indicator light bulb. I wouldn't necessarily jump to the conclusion that the inspector is out to get the pilot yet. Its the responsibility for any inspector to verify the issue (light bulb) has been properly corrected and logged; as others have said before further flight without a ferry permit. Since its obvious that didn't happen I wouldn't volunteer a lot of unnecessary info but perhaps plead you still had the other light bulb (even though it isn't legal) and express what you learned from the experience if pushed. But agreed AOPA Legal is your best source of advice.

Definitely not, both position indicator lights are required and listed in the KOEL of the more modern Mooney POH for any operation. Plus even for older Mooney's there is a Mooney SB or SL to add a one page insert into POH to say the Floor indication is Primary, not the panel.

I beg to differ, the light isn't just to illuminate the window, it's to show you have the required pre-load on the gear to hold it down based on gear extension to the point the down limit switch has closed. If you hand cranked it down without either the light in the panel or the light on the floorboard to indicate this, you wouldn't really know when it was down enough and risk undershooting where it could fold on you (such as while turning to exit runway), or over shooting where you could bend a retract tube. If I was in that situation, I would make by best guess for how far to go with the manual extension by remembering the "normal" position, then after landing, stop on the runway and call for aid to very gently tow it off after visually inspection the gear and bungee springs for compression rather than risk the gear folding and a prop strike - which will total a great many Mooney's. Call me paranoid if you like but no need to risk it IMO.

I am hoping to be a UFO too. One of our MAPA PPP instructors is 84 and going strong and you'd never even know he was an octogenarian versus a 60 yo. We had a much older long time instructor recently retire due to diminished mental faculties. But everybody is different as to when its time to cut back. Maybe I am optimistic, but barring things like Cancer, we can all work harder to maintain proficiency and health, to maximize our years.

These are purely personal preference choices. The only way you can find your answer is for you try them. I personally prefer Garmin Pilot. And I have yet to see any of the main stream apps that run on both Android and IOS not have more functionality on the IOS version - if they even support both platforms. If the improved functionality is enough to give up your Android loyalty is for you to decide.

FAA Short Field numbers (Vspeeds) = POH Maximum Performance Takeoff & Climb (Vspeeds)

Interesting question but we only use Vx to clear the 50’ or so proverbial obstacle - never to climb to altitude. The actual angle is very dependent on wind which is if it’s not calm is changing significantly between the surface and 50’. what is useful though is the airspeed we need to get above an obstacle right off the runway but then we’ll transition to Vy or faster once clear. Sent from my iPhone using Tapatalk

Hell no! 42 years now, over 20 in my current Mooney. The accident statistics scare me away from considering experimental even though I have a uncompleted Lancair. Loss of a couple friends at no fault of the plane stole my enthusiasm for completing it, and long since I bought a more capable certified aircraft. Plus i have the credentials to do my own work and enjoy doing it - not just as much as flying for sure. But love the Mooney, and love traveling with my instrument rated wife in it!

Most everyone's speed brakes activate using a switch on the yoke, just like PTT switch, along with a light on the panel to show they're activated. You should be able to have your mechanic or shop modify your setup to do that. They don't need precise flight documentation to make that change. Interesting setup you have, never heard of anything like that and not sure why a pilot would want them on the throttle. Makes me wonder if that was to allow easy activation on landing, but its just as easy with the yoke switch. I know a number of people whom like to use them on landing - but there is no need once you're good with speed control IMO..

indeed it is and why they used magnesium to get the strength they needed without it getting too heavy or adversely effecting the cg. i only recall there were some complex considerations regarding weight. Sent from my iPhone using Tapatalk

Just like Anthony mentioned, Beech answered that question years ago when they ditched the V35’s for the A36. The A36 is an awesome plane, the V35 not so much IMO because the tail was the weak link and cause of too many aluminum showers when overstressed. The magnesium ruddervators, susceptible to cracking, where unobtainable until very recently. I assume the only reason for them was to simply production and save cost but iam by no means a Bonanza expert.

yeah, lots of threads but you haven't learned the tricks to searching From Google.com search: site:mooneyspace.com window cleaner after the ads on top, you'll see thread after thread on this from Mooneyspace. Check out the one a year ago last April on everyone's different cleaner.

If the point of torque being applied was at the hole where the socket attaches, then it would not matter. But the point of torque is at the left end of the tool to break open the gear - which is several inches to left. That adds a lever arm to the torque reading - recall the formula for recalculating the torque like this? But when the torque wrench is applied at a 90 degree angle to the lever arm that nullifies the lever arm effect. Since they're saying the hole is at a 45 degree angle, we should be in the middle between full effect of the lever arm and no effect. But the 250-280 inch pounds is based on torque applied with the full lever. For the Torque wrench lever arm formula fig 7-2 in AC43.13-1B here https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_43.13-1B_w-chg1.pdf

Cheapest if you can find them salvage for much leg work on your part. Much more expensive from the factory. But the factory has very few parts sitting on the shelf; especially these parts which aren't commonly replaced. So expect a significant wait for them to be made to order. Cheapest if you buy a 252 converted Encore rather than do it your self; plus a 252 conversion will have a higher useful load than a factory Encore. When shopping for 252 or 252/Encore, I personally wouldn't buy one without the optional dual alternators. Its not practical to add after the fact. Almost everything else on the 252's and Encore came standard including Hot Prop, O2, and Speedbrakes except perhaps the articulating seats (not sure) which is also highly desirable. There were different avionics packages but a modern panel would have completely replaced those anyway including autopilot.

Contact Lasar. They repair them better than new and may have one available for exchange.

You may not agree, but I think Mooney also really needs their network of MSC's to keep the fleet healthy. And we should support their network via parts purchases. Personally, I 'd rather not see the factory bothered by endless owner calls on parts questions. I'd rather they focus on what they do best, making and procuring the parts and their distribution. The MSC are much better able to absorb retail sales questions and purchases. I don't know if all MSC's have the same parts capabilities; but many have direct access to the factory with respect to their current inventory, pricing and lead time. The factory really can't support the worldwide Mooney fleet all by themselves.

You most certainly don't want them closed flush. Not only will it cause a heating issue, it will also significantly slow it down. I know the Continental engineer that worked with Mooney on the initial TSIO-360-GB installation. They learned when the cowl flaps weren't open sufficiently that it caused back pressure at the cowl inlets behind the prop that adversely effected the prop thrust much more than the area just in front on the cowling inlets which significantly decreased speed. I may not recall precisely how far open the closed cowl flaps should be but I recall about 1.5" - which is more than the J's, but will refer you to the maintenance manual for the proper rigging. As in all things in aviation, resist temptation to deviate from the manufacturers guidance/documentation without having really good reason not too such as better data to the contrary. Good to hear 231FU has a new home. I heard recently this resurrected Mooney was sold. Enjoy your new to you Mooney!