kortopates

Usually easily fixable by an experienced mechanic and not too difficult for an owner either that has the time.

The Safety Foundation and MAPA are separate entities. The MAPA office helps the Safety Foundation with registrations but it ends there as far as I know. Falcon has no relationship with the Safety Foundation. Although I can't speak directly for the Safety Foundation, I am just an instructor, they're entirely devoted to bringing the best Mooney specific instruction they can and have no relationships with any insurance companies. Avemco will gives a 10% discount annually for completing a Wings Phase, which is awarded at the Advanced Level by attending a MAPA PPP.

I agree, it makes no sense, they should discount your insurance for the added safety training you get from attending the MAPA PPP - some of the insurance under writers actually do exactly that! Its not well publicized who gives such discounts. Last September Parker helped with me with a Wings presentation I gave to our San Diego pilots including discounts given by different underwriters that I pasted below. Its a year old now but probably still reasonably accurate. If your underwriter is listed make sure you're fully taking advantage of what they offer. But don't blame MAPA, we're surviving on fees and donations - not making a profit!

You don't want them to ignore the problem till they have weights available do you? A loss of balance weight could result in a catastrophic flutter event - not that I've heard of any such events yet! But just say'n. But I am sure Mooney will work with anyone contacting them with these installed, to get replacements in your hands asap.

I think you meant to say free SavvyAnalysis account, which gives you access to all our analysis tools. But the Savvy MX, QA and Pro accounts are all fee based subscriptions, with the cheapest being the Savvy Pro at $129/yr for a Mooney which gets you our Pro Analysis service (me! )

If you buy your EDM-830 Display only, as an Upgrade from Aircraft Spruce with their Core rebate/refund, your net cost will be about $1200 from a 700. Any additional probes will cost extra, but you really should be adding at least RPM, MAP and of course Fuel Flow if you didn't already have it. Then as soon as you install it, change the Data Sampling interval from its default of every 6 sec to its fastest rate of 1-2 sec to get good data resolution. Then go fly the Savvy Flight Test profile: Flight Test Profile – Savvy Aviation Resources and then submit it for analysis if you're a Savvy Pro/MX/QA subscriber

75 mikes is nothing in Mooney miles. I don’t know the shop in VA, but I’d get it scheduled there short of any really bad reviews and flown up there. Sent from my iPhone using Tapatalk

I enjoyed it very much as well, got to meet so many folks but not everyone. Very cool to see that so many of you are Savvy clients of mine as well! Sent from my iPhone using Tapatalk

The wing gauges are designed to be accurate only in the ground (where pitch is above level), while the instrument panel gauges are designed (or intended) to be accurate in flight (where pitch is level in cruise). That said, the mechanical wing gauges may still be better than poorly working electrical gauges. Sent from my iPhone using Tapatalk

Typically, the turbo is the first thing to go with a loss of oil pressure; especially with slowly declining oil pressure. For one, the wastegate can need 45 psi or more to close it down to provide MAP. Sent from my iPhone using Tapatalk

Great idea on the iPad lacking details because it's not a WAAS source - that made sense till I realized the iPhone is only getting GPS from its internal GPS aided by 5G cell - theoretically what it should be passing to my iPad. But the iPhone shows all the GPS details with velocity vector, but not the iPad.

IMO, i’d blame it on the O-ring; especially seeing another new one doesn’t fit either and thus the original one wasn’t just deformed by the installation. i am betting it got pinched outside of the groove as it was spun on. Then tightening it probably would only serve to deform the O-ring further. I am just surprised it didn’t leak to some degree during the leak check. I guess it didn’t get enough oil pressure till departure. i would write a SDR but only after talking to the OEM first to see to what they have to say. Sent from my iPhone using Tapatalk

I am trying it now. My WiFi only iPad is connected to my iPhone hot spot. I appear to get only partial position data. By that i mean my Blue location dot moves on the map in Garmin Pilot, but it’s doesn’t give me direction/speed vector. it doesn’t give Track nor Ground speed. interestingly, it does give me distance from next waypoint and GPS altitude. Better than nothing. Could be a GP vs FF if it works better for you in FF. Sent from my iPhone using Tapatalk

Are you really sure about that, both GPS and GLONASS use the same L1 and L2 bands with frequencies very close. Given how weak GPS signals are relative to the potential jamming power it seems you'd have to be pretty lucky to be in a position where your GPS lost lock but GLONASS was still hanging in there. I've flown over jammers before and lost everything GPS but did think to try my iPhone.

My aviation mini iPad has always been just for the flying and as such as I have never felt the need for a GPS on the ipad when I have more than one certified IFR source on the panel that I am bluetooth connected too. And for a backup I have a GDL-39 portable GPS, that gives me WAAS position source along with wx and traffic. I do carry my iPhone with GPS and Garmin Pilot which is a distant last resort backup that I don't expect I'll ever need. On the ground, WiFi is prolific these days. Yet in the rare circumstance its not free, I use my iPhone as a hotspot (Free with T-Mobile), but that won't give me the iPhones position data, just internet access.

well the FAA registration shows it was registered to someone Nov 2020 in the Northwest - pretty good hint.

Understand. It’s a mystery to me how that cylinder got put back on without noticing the stuck ring. Sent from my iPhone using Tapatalk

Virtually Every shop, including the most loved shops here on MS gets it’s share of complaints or negative reviews. It’s genuinely challenging for anyone to sift through the available information to determine if one shop is better for you over another. But Western Skyways is one of bigger and most capable engine shops in the country. One of ways you can help success is by clear communications that comes from being able to drop by periodically; not be pain but being interested in seeing it come together. They’re close enough you can do that - if that interest you. Not everyone would want to. But perhaps after the inspection is complete you’d like to be able to see the stuff that did pass, see stuff that is worn that might be worth replacing etc You’ll be much better informed being able to see them in person than by phone.

was one your MAP settings equal to ambient atmospheric pressure? If not you don’t have a control. We usually call for turbo’s to be done down low at 3-5K setting MAP to ambient for control (25-27”), then reduce by 10 inches. The 140 vs 165-200 is not significant either. On the idle cut off rise, only 10 rpm is bit lean. Doesn’t have to be 50 though. IIRC TCM calls for 20-50 rpm rise at minimum idle RPM and with a fully warmed up engine. Sent from my iPhone using Tapatalk

I use the ATS tool on my Continental and it works great and easily after properly being set up. Sent from my iPhone using Tapatalk

Only in theory. Reality is once the piston has any time in service the pin gets coked with enough carbon on the pin that it will no longer move without being pressed out by a tool, or other similar fashion, that can't be accomplished while your still holding the cylinder with both hands. After the cylinder comes off, the piston pin can be pressed out. But it won't go back on with just a finger push till it's cleaned up. Taping out the piston pin is no-no for putting a side-load on the crankshaft rod bearing. So is (re) installing an unairworthy cylinder, regardless if it just came off. Just say'n...

this is very common between Superior PMA parts for Lycoming and Continental parts. Remember the recent Lycoming rod bearing debacle AD, those with PMA Superior bearings where exempt from the AD. But in that case it was perfectly legit not to include Superiors because the issue was a manufacturing defect as opposed to a design defect. Can’t actually think of a design defect AD along these lines but you raise a great point. Would have liked to think that the FAA is smart enough to include (Superior) PMA parts in their assessment when issuing AD’s on OEM parts. Sent from my iPhone using Tapatalk

This used computer rack 28V 20amp power supply I got off ebay plus plug and cables from spruce set me back at most $200. Very easy to put together and it’s voltage regulator is adjustable to exactly what my plane’s system puts out. Sent from my iPhone using Tapatalk

Yes, very good - actually 3.5% per the generic formula below: When ROP, mass airflow determines HP, therefore, %Hp: %Hp = (100-(((Max RPM-RPM)/100)*2.5+(Max MAP-MAP)*3.5))/100 but redline MAP is 33.5" on the Acclaim at 2500 rpm or with the 310 STC 34" at 2700 rpm

You’re perpetuating the big lie about the Acclaim engine! It’s not a TN’d engine at all. It’s CR is 7.5:1 like any other Turbo engine - since it is a real Turbo. it is essentially de-rated to 280HP but to suggest it’s TN’d has been a marketing myth since its inception. Nor do TN engines use a CR somewhere in between NA and Turbo’since they began life as a NA engine, such as 8.5:1, and then added a STC for a turbo that is not boosted above sea level pressure, unlike the Acclaim. Sent from my iPhone using Tapatalk