kortopates

I'll confess I am stopping by less and less and these days. Not just because I am a busy guy, but because this site has become too much of a social site with too much posting of off topic stuff. Its as if it has become something akin to Facebook for some here; especially when discussions turns political. I come for the Mooney stuff, the rest pushes me away and faster than the ads do. I've also met a lot of great folks here too over the years, several of which are gone, but luckily I don't need to MS to stay in touch with them.

The model referred to in the open pilot clause is virtually always the actual model - not just any Mooney M20. There is after all a huge range from A to U. Check with your broker. Sent from my iPhone using Tapatalk

I've always kept mine in a hangar. I can tell you too that when I've been a buyer I didn't even consider a Mooney that had been tied down for an extended periods. But that's just me. Some people are worried about damage history, while I am not if its been properly repaired. But accelerated corrosion is a much big concern to me. Of course location matters too.

What you describe is true with a factory installed avionics master switch. But vintage models don’t have these and there were many add on avionics switches that where not installed using the factory method and i’ve seen others install the bypass switch rather than install the avionics switch like the factory does with a normally closed NC relay that is powered on to turn off the radios - the fail safe method. Of course i don’t know what model this is, but the description of the issue matches a vintage mooney without a factory avionics switch that was modded to add one - just not the way the factory does it. Sent from my iPhone using Tapatalk

Even easier to just ask the owner! Sent from my iPhone using Tapatalk

First things first. You connect via WI-FI to the FS510 before flight only to transfer data using the database concierge service. You connect via Blue tooth during flight to the FS-510 to transfer flight plans and get position source and weather data that may be available to your GTN such as ADS/B through a GTX-345 or XM through a GDL-69A. I have both devices (XM GTX-345) and and will also connect my iPad bluetooth to both FS-510 Connext as well as independently to the GTX-345 as a backup for the ADHRS. So may sure you're also pairing to the FS-510 via the bluetooth connection via the connext setup on the GTN. After you have the bluetooth connection you'll see your position on the Map. If you're still not see weather products go into the map overlays as Oscar said and select what you want.

Yep, there is no better!

I could get FF at a discount but prefer GP, for many things i think it’s superior but FF definitely has more features. Sent from my iPhone using Tapatalk

Well of course, they don't provide the service. For an objective answer read the article above provided by Eric.

My 252/Encore is at $230K. Perhaps you should get the appraisal to support your request. Or at least try a different underwriter next renewal. I wonder if they just lack in Rocket data? Sent from my iPhone using Tapatalk

It’s not always so easy. Right now most of the fleet is underinsured after the rising post-pandemic prices and under writers are well aware. But if they think your valuation is high for what a particular model could be worth they won’t raise your hull value without a professional appraisal. Sent from my iPhone using Tapatalk

yes, and you can intercept anywhere by activating the leg of the arc - you don’t even have to start at an iaf. Sent from my iPhone using Tapatalk

I agree its best to hone and install rings but although it may seem trivial to, its actually too much of a challenge for many A&P's. Plus the OP didn't mention what kind of cylinders. Chrome barrels may not take a hone. But even with Steel, many would have to rely on taking it to the cylinder shop to get that work done. Besides properly cleaning the piston ring groves the rings will often need trimming to fit properly plus having a hone tool for the barrel. What the OP can do is offer to take it to nearby aircraft engine shop to get new rings installed and honed, or ship to someone that can turn it around quickly. Personally it’s speciality job that you don’t want an A&P doing anyway. Even if it takes a couple days it will be better and safer in the long run. Your breaking in to two cylinders anyway.

True, it’s a requirement too. Sent from my iPhone using Tapatalk

Wouldn't that be a standard capability as long as you had a BT enabled audio panel and the receiver wired into the audio panel. Oops, I assume you were saying XM like what I have in my aircraft. Its awesome on long cross countries. Pardon my ignorance with FM radio at altitude but have you had an opportunity to test such a set up at the altitudes you fly? I know it's much flatter where you are, but my bird is travelling machine and even up high I'd expect I' to be changing stations pretty often. Down low would be even worse. Personally I have XM radio in my vehicle and my wife's as well as the airplane- its really the way to go and not unaffordable. But then again I've never tried what you propose even before the days of XM. Except in prehistoric times I did listen to AM radio on the ADF. But that became old and about then we had much superior technology in the form of storing music on a memory disk - forget what they called those. But these days you can simply download your songs onto your ipad, iphone, or even apple watch or even my garmin watch and listen to it with a bluetooth headset as you mentioned. Wouldn't that be far superior solution that trying to find and listen to FM stations while flying?

I can only tell you mine works flawlessly in this regard. It take learning the constraints on VNAV before I got to work as expected, but to me I consider it very safe to use the transition since I can always see both the background hollow GS position as I am approaching the FAF will VNAV is still active thus if there was ever a concern I can also take immediate action. But what its doing is so basic anyway in meeting each step down fix altitude constraint including the FAF altitude. No all visual approaches have vertical guidance; especially where I live in the southwest due to terrain. But there are constraints in activating the vertical guidance on a visual too,

Till you get more experience including a instrument rating, you have no idea what you will value in aircraft; especially in its panel. You also be able to get your instrument rating faster in a simpler aircraft and through a rental where you aren't delayed when your aircraft isn't down for maintenance. Renting you'll just change to a different similar rental. Your hourly operating expenses are almost always more expensive than renting - its cost we pay to have our personal aircraft available 24x7.

Personally, as a CFI that does a lot of Mooney transition training, I would urge you to get your Instrument rating before moving upto a turbo aircraft. And if able some retract time. But call an insurance broker first, since not many underwriters will insure non instrument rated pilot in a turbo aircraft. But a prior prop strike repair would not leave any damage since repair ordinarily would involve a new prop and tear down inspection repair of the engine fully replacing anything damaged. It will be better after the repair. You’d probably want to update the G500 to the Txi with a GFC-500 install - that’s what i did.

True, but if you’re worried or concerned about ROI you’re going to be a very short term owner. The reality is that the acquisition cost of the aircraft is very small compared to the yearly operational expenses over the years. General maintenance doesn’t add to the aircraft value but lack of it will certainly detract from it. A nice quality paint job will add resale value but even its value will depreciate with age. As a long term owner, my personal enjoyment trumps any other priorities. That said, sorry to read about the paint delaminating but my chief concern would be unknown damage. But getting a full strip and new paint will give you the best visibility into the extent of any damage. Hopefully only very minor cosmetic damage. Sent from my iPhone using Tapatalk

Thanks for sharing. Unfortunate indeed. Luckily my installer chose not to disable this feature and i have thoroughly vetted it and have grown to really appreciate. It’s especially useful to me on our Localizer approach with many step downs but no GS. Of course it enables getting me to FAF on VNAV staying in GPS mode, where i then have to switch to LOC mode and specify a descent rate to continue to the MAWP. In fact VNAV has changed how i fly a full localizer approach - i no longer go to localizer mode till i close to the FAF as long as i can leverage VNAV. Disabling the transition to the FAF would probably reduce the utility on approaches by 50% or more. So now i ponder why i would want to disable is. It is after all merely implementing the FAA guidance to fly a stabilized approach with a continuous descent angle (CDFA) while meeting all step down fix altitude constraints - just now we’re extending it further out from the FAF. On an RNAV approach it’s pure elegance in its simplicity, since once VNAV has started I merely have to touch the Aprch button to Arm the GS to capture it seamlessly from VNAV approaching the FAF. Sent from my iPhone using Tapatalk

You don't say what your Mooney model is. But Modern Mooney's J & K's on are secured by little upholstery screws through the plastic into the aluminum. Easy to R&R.

I took my only locks with tangs down to my local Medeco lock dealer and the tech bent and cut the new tangs to match the old ones as I watched. Worked great. They either didn't charge me extra for that service or it was very small but too long ago to recall precisely. The locks are not expensive.

Agreed, in reality its bogus but legally still stands unless the the Modworks 262 STC specifically updated the required engine instrumentation list (I don't know the answer but bet not). But all said, as mentioned previously its makes zero sense to put in a CDT probe on an engine with a aftercooler but does make good sense to put in a IAT probe as I have done on my 252. The same 280F limitation would apply to IAT but should be impossible to attain given the aftercooler. But keeping "CDT" is misinformation since even if CDT exceeded 280F its not the temperature of the induction air going to into the cylinders which is what the CDT limitation is for. You need to know what IAT is to know it you are exceeding 280F in the air going into the cylinders. Lastly its even very possible, if not probable, that a converted 262 original CDT probe was just re-installed after the aftercooler on the MB engine where it belongs anyway in which case its no longer technically CDT but an IAT indication anyway.

Many shops have the means to fabricate these, by copying your old one. Sent from my iPhone using Tapatalk

I don't recall the 231 having a fuel pressure gauge, just FF, so don't think Garmin could trump Mooney's requirements. If you have an intercooler installed, it would make much more sense to display Induction Air Temp - which is the Induction air temp after the intercooler. CDT is after the turbo and before the intercooler.