kortopates

This is exactly what its for, any short runway. If you don't have 70% of rotate speed as you come up to the middle of the runway its time to abort takeoff. You'll still have time to stop and then consider next options based on what you might think is the issue. 2150' is ordinarily not an issue in a C model at 540' elev, but this day was different for wahetever reason. But as pilots we need to be primed to make the abort decision before passing the halfway. Of course we have no clue what actually happened in this takeoff so not passing judgement on this specific incident - just repeating a best practcie which should be apart of every emergency pre-departure brief or we won't be prepared to take necessary action in time. Most of the older pilots never got this kind of training in their private pilot training (I certainly didn't), but most of the more recently trained private pilots do - for good reason.

it’s back to the 50/70 rule, every pilot needs to incorporate this basic best practice which provides protection from most of these kinds of problems. https://www.boldmethod.com/learn-to-fly/performance/how-to-use-the-50-70-rule-of-thumb-for-your-takeoff-this-summer/ Sent from my iPhone using Tapatalk

FAA incidents/accidents reports list the accident with 1 serious injury https://www.asias.faa.gov/apex/f?p=100:96:26121285427983::::P96_ENTRY_DATE,P96_MAKE_NAME,P96_FATAL_FLG:29-APR-21,MOONEY

I believe its the activation codes only that you can't get to copy from an original card to a blank or different card. I don't recall specifically about Safe Taxi but Charts requires an activation code and I recall Safetaxi is just the airport chart that came with Charts but too long ago to be sure.

Years ago when I owned the MX-20 and then the GMX-200 before my GTN's, I tried all kinds of disk & sector copy methods all without success - of course this is by their design. The Jepp software for loading charts back then allowed for filtering a subset of charts of areas you wanted when you couldn't fit them all on the card. If you can't figure out how to get a working larger card, perhaps the subset functionality might help get the charts you could use.

Not exactly, neither mag has second retard breaker points, both mags use impulse coupling. So yes you could replace either mag with the Surefly if you can get it to fit there.

I was pretty lucky and got my CA exemption letter within a couple months of filing my paper work. But I had hired a professional since this was my first time going through the process and heard enough horror stories. Sent from my iPhone using Tapatalk

It would only fit on the right side and I still had to rotate drive gear a tooth and change the mounting hardware to use Lycoming style star washers to get it to fit. Right side was preferable for me anyway since the left side is easier to access; since I pull the mags off at every annual. Both mags are used in starting a K. Sent from my iPhone using Tapatalk

Interestingly, I actually see a number of foreign Mooney's engine analyzer data using C for CHT and EGT, as well as LPH for FF. Not easy for me to adjust. Of course not from the factory that way, except you'll see a lot of fuel level gauges in pounds. Sent from my iPhone using Tapatalk

It's been too long since I had a GMX-200 but there is a definite limit in size (the OS is based on Windows NT) plus I recall there may be unlock codes on the original card you need for features like weather and charts. I suggest you call Garmin tech support to get details. Sent from my iPhone using Tapatalk

The PPP in Santa Fe is going on now with 27 pilots Sent from my iPhone using Tapatalk

Just look at your equipment list in the weight and balance section to see what weight they used for your bottle. You can look up the filled and empty weight on the internet to tell - but your installed weight will include the regulator - but I am sure you can still tell. Sent from my iPhone using Tapatalk

I am looking forward to the updated 24V unit when available, I'll get a bit more than a pound back in used load! Plus some space on the firewall back. I had to go to great lengths to fit the SIM on the engine - the mags barely fit as it was with 2 alternators! Sent from my iPhone using Tapatalk

You need O2 to get faster cruisin' TAS! But since you ask, check pulse ox immediately - you might be low!! Kidding You're welcome to some O2 anytime! Sent from my iPhone using Tapatalk

I just called them week or two ago, and then they told me the new units with integrated VR won't be out for another 6 months - till the fall! I wonder what happened?

Bottom line is that maintenance cost really aren't an important consideration in deciding between a NA aircraft and turbo aircraft. The important question is if you'll be using the plane for more than short hamburger runs and able to take advantage of the turbo in flying it in the upper teens and don't mind using O2. If so, the turbo advantages in flying above the weather and just finding a smooth ride above the summer turbulence are huge; not to mention the much faster sppeds in the upper teens approaching 200kts. Once you've experienced these benefits, very few us ever go back to a NA aircraft. Having 100% power to the flight levels is just too much to give up once you're used to it.

If my routing didn't already include SNS, why not load it just to be primed to follow the lost comm instructions should it happen? If it does include SNS, yeah, I don't see the point either.

call the prop shop that did the prior work as you will need at least the o-ring - it’s not intended to go on very tight but they’ll be able to tell you the torque. tightening it further isn’t likely to fix it my experience - besides it’s a combination of the top plug and nut at the base. Sent from my iPhone using Tapatalk

It's not the accessory case but a different model of starter adapter needed for the dual alternator. It's very costly. If you didn't already own a 252, it would be cheaper to keep looking. But good for you if you upgrade your bird! You'll be changing the engine configuration (suffix after MB on data plate) but nothing hard about doing it. Sent from my iPhone using Tapatalk

The mooneyspace search function is terrible! Google works far better, just start with typing the following into Google search: oil adapter site:mooneyspace.com

Current TCM guidace, like most TCM SB, has been incorportated into manual M-0 - their universal maintenance manual since around 2016. Torque limits are in an appendix B This superceded SB which was SB96-7D for torque limits - which I am sure you can find on the internet, but M-0 is really what you want and really mandatory for anyone swinging wrenches on a TCM engine - but no longer free.

Did you see this one?

Sorry but lots of miss-information above, likely from marketing folks perhaps wanting to sell you a new engine. Conversion is commonly done, see: http://www.tcmlink.com/pdf2/M75-6R1.pdf The only thing the manufacturer can do that an A&P can't do is set the clock back to 0 since New with a "Rebuilt" engine - which is a factory overhaul to new limits. Any one else can also overhaul to new limits, but it won't reset the time since new to zero, only time since major overhaul. But also, the factory isn't rebuilding your engine, their bulding up an engines mixed new and used parts of unknown time the concept of conversion doesn't even apply. Where as a field overhaul is overhauling your engine. Lastly you don't have to overhaul an engine to convert it, only change out the parts that make it conform to the desired model.

Actually any A&P can convert an a GB to LB, they just need access to the different LB parts to replace and make it a conforming LB - then stamp the data plate that it was converted from a GB to LB as mentioned above - the stamp shows its a conversion. Although not necessary, I also filed a 337 when I converted my MB to a SB. But my conversion required much less changes than a LB!

You should have yours adjusted, that's well below the Lycomimg spec for 100% power (@ 35" & 2575 rpm)