kortopates

For what STC? Mogas? Not in a turbo plus the Mooney airframe can’t support it. Sent from my iPhone using Tapatalk

If its a "restricted key", its likely a high security Medeco key that the factory moved too in the later years or a prior owner switched to them. You can google Medeco to see if your keys look like one. I use Medeco locks in my passenger and baggage doors for the added security; but did not convert the bendix ignition switch over to Medeco. But with out the Medeco key registration information you won't find any locksmith that can make you additional keys. Only Medeco dealers have access to the blanks - that's part of the security we're buying with these. If it was installed by the factory, any MSC can order more keys through the factory. Perhaps in doing that you'll also be able to get the Medeco registration information to get more from a Medeco locksmith/dealer in the future - I don't know. If it wasn't installed by the factory, look through your airframe logs for the information you need. As an A&P, I logged the details in the log book so a future owner would have that information. But who knows till you look. Also there are others threads on this in Mooneyspace - google: Mooneyspace.com: Medeco There are no less than 10 hits listed

Jon, First off I entirely agree with your post above in terms of what you really need - well expressed too on the importance of obstacles to IFR vs VFR as well as the DTED data. Jepp did issue a new Terrain database just a couple months ago, I assume Garmin did too, but don't recall. But I get all my data from Jepp because I use the plane south of the border a lot when we don't have a pandemic going on - now I am to frightened to risk getting sick elsewhere. Especially with the new CDC rule going into effect in a couple days requiring a Covid test within 72 hrs of returning to the US that also applies to GA (although crew is exempt). I have the 2 GPS's (GTN 750 & 650) and I always keep the GTN650 default data page in my scan when doing approaches. I taught myself years ago when we first got WAAS that DTK and TRK where the two most important data fields to flying an accurate approaches IFR; especially partial panel as I teach it to IFR students. The Approach plate on the 750 right above just really helps improve my situational awareness but also helps with step down altitudes on NPA's without +V guidance. I am a firm believer is adjusting my lateral nav based on seeing by TRK diverge from my DTK on the GPS well before I see HSI CDI diverge. In a partial panel situation it makes it easy to fly partial panel to ATP standards. Admittedly, now that I have G500 in pilot position, much of this data is available there too. But that's my wife's seat and since I fly from the right seat, I am already looking to my left for everything. Closest is actually the GPS's then the digital backup ESI-500 which is like a mini-aspen (it does navigation too) and then the G500. Here is a picture that better shows it. I don't have charts on the G500 though, even though my subscription covers it, because we can both see it fine on the GTN. But I think you expressed it very well. What we actually need and what we like to utilize as personal preferences are two very different things. A lot of what I have is very admittedly far from what is needed. But I love the enjoyment I get from flying with a precision that is easier to maintain with the help of advanced avionics. I am sure my preferences are very biased from a career in tech as an engineer. Once one really knows their avionics well, advanced glass its utterly simple elegance IMO. I teach on all though with Aspen, Avidyne and Garmin but my panel speaks to what I think is best of breed. Incidentally, a Mooney I acquired years ago had a GPS on the far right. I had them move it to the center stack because its just was not very useful there IMO. Years ago, I also had MX20 installed. Due to poor communication it got installed on the far right too - again useless from the pilot seat. So I had the AP moved to the far right to allow the MX20 to sit above the 2 GNS430s in the center stack. That was nirvana in the day!

Exactly, most of us didn't buy a GTN 750 to not use its many outstanding features like being able to display the georeferenced approach chart. With a GTN650, sure, we may have only have the iPad to show the chart if not a MFD such as in the G500. But if the GI-275 requires a separate subscription, then the Garmin and Jepp Packs provide a great value! But back in the GNS430W days, all I ever used was a Nav data subscriptions (and charts) since I figured I never flew low enough to care enough about obstacles enough and scorched earth terrain doesn't change that much.

Agreed and sorry to be gone for awhile. You said it right above earlier. I was referring to the more practical nature of what a pilot is likely to do that perhaps doesn't understand the principle you so well pointed out. I don't think ASEL pilots get much training on this like multi-engine pilots do or are expected too since we see a lot of fatalities among multi pilots. But more specifically, ME pilots are taught that above the absolute ceiling, Vyse (Vy single engine) becomes the minimum rate of sink speed; slower or faster you'll come down faster. But all to often, the pilot pulls back increasing the AOA attempting to stop the sink, but the sink gets worse and either the multi- pilot falls belong Vmc resulting in a stall spin or the single engine pilot stalls - both trying to prevent further sink. Much more dangerous for the Multi pilot since single engine absolute ceiling can be pretty low relative to terrain. Of course all they had to do was lower nose, gain some speed below absolute altitude; assuming they do have terrain clearance. But it only takes just a bit of high level turbulence to take you from just below absolute ceiling to above it due to the loss of performance in turbulent air (loss of airspeed). I think it takes some real discipline and understanding of the how the plane will handle if one is going to try this. After all you'll still be in a climb just to maintain level flight, the temptation to just climb steeper must be very strong.

One should not confuse service requirements of electric brakes with Vacuum brakes. They are entirely different. Precise does not service Vacuum brakes as any A&P can replace parts that is causing the issue. Vacuum brakes utilize a sealed bearing that Precise says not to lubricate since you can't get lubrication in past the seal, but by trying too one enables the bearing to attract more dirt. The bearing is replaceable, but the brake has to be de-riveted to get at the bearing inside and then riveted back together. The spring is replaceable that pulls the brake back down. Easiest fix but if the spring hasn't broken its probably okay. The conduit and cable are replaceable when it becomes brittle and begins to crack. This will cause the brake to extend slowly and also hang while retracting - making many think the vacuum is weak. The system doesn't need more than ordinary vacuum, including idle vacuum. The cannister that pulls the cable when vacuum is applied used to be replaceable but not currently - Brittain was about to supply them when they went out of business. Of course a vacuum leak from the pump to the cannister can be an issue, but there will probably be other symptoms of a vacuum leak as well. The electrical relay parts, switches etc are replaceable but rarely cause a problem. Bottom line is they are very simple system. But after 20+ years they may need some maintenance to replace some parts

Overall good comparison, But as you know from your Rocket, 80% of a 252 is stretch because the Merlyn isn't an automatic wastegate. It merely changes the fixed wastegate into a manual variable wastegate which drastically improves the critical altitude and thus high altitude performance. But also the GB didn't even have Pressurized magnetos, nit till the LB, and surprisingly the Rocket didn't get them either, but at least RAM has an STC to add pressurized Mags to the Rocket TSIO-520. But there is just no comparison between an automatic hydraulic controller and wastegate compared to a manual Rayjay system. The 252 and Rocket are almost as easy to manage power as a J or R engine, but just need more respect towards temperatures.

Except Hank's posted POH table contradict that by A Lot! in fact, Hank's POH post make it look like @Niko182 is right at about FL230 on a ISA or lower than ISA day.

Service ceiling is Density Altitude where climb rate drops to 100FPM - not to be confused with absolute ceiling where climb rate drops to 0 FPM and your hanging off the prop or stalling. Service ceiling is based on takeoff at max gross weight, so course you can do a lot better if you get take off significantly below max gross.

Check the conduits running in the wheal well for cracking, which adds quite a bit of resistance to extending the brakes. Grab it with your hand and see if it brittle. It doesn't last 35 years! The system only needs idle vacuum. The vacuum line is pretty strong plastic/nylon. Leak is unlikely if the cannister is in good shape. Sent from my iPhone using Tapatalk

I just got my insurance renewal quote from USAIG and it's exactly 15% up. There was 0 increase last year. So although it's significant, it's not really going to make a dent in my annual aviation expenses.

Virtually all AP troubleshooting is done without running the engine. That's why its so important to seek out a AP specialist with the test harness Jake mentions above in order to efficiently troubleshoot the system. The test harness gear fits between each of the servos being tested and allow simulating AP functions and measuring response to isolate a failure. When it can't be repeated on the ground it may well require a test flight to try to duplicate it, but like anything else intermittent issues are the hardest to troubleshoot. Also, the pilot too can do a lot to trouble shoot the AP performing all the preflight actions without the engine running but using the electric standby vacuum and testing both heading left/right, pitch up/down with trim and AP disconnect.

BTW, if you want to change pitch with AP engaged in pitch mode, press the CWS button and then just adjust pitch with yoke. When you release the CWS, the AP will engage trim to hold the pitch you had when you released the CWS. Works the same in altitude hold too, such as after making a altimeter baro setting and you want to gain or loose a few feet. Sent from my iPhone using Tapatalk

Find an Bendix King autopilot specialist with the necessary BK test harness. Without this gear and expertise you can spend a fortune repairing things in the system that doesn't fix the issue. But since it's failing the start up test with less beeps a BK AP specialist should be able to figure it out pretty quick. But not a typical A&P. Sent from my iPhone using Tapatalk

VTF versus the full approach from an IAF or IF: You can't go wrong ever loading the full approach and I always used to teach always to load the full approach and then activate the leg you are being vectored onto - without exception. This is still the only way to fly a NPA IMO. But VTF works just fine on any PA where you know you are being vectored on to final. Why? We almost never care about intermediate fixes on a PA when we know we'll be instructed to intercept final approach coarse and told to maintain a final altitude till established - in which case we don't care about those intermediate waypoints and their altitudes - we're following the GS for vertical guidance. There are of course exceptions, such as some of the long ILS with lot's of step downs, such as coming into LAX with mandatory altitudes not associated with the glideslope. So if not familiar, stick with the always safe and sure approach of loading the full approach with the nearest IF transition, then re-activate the correct leg for where you are being vectored onto the approach. But the GTN's even made VTF more powerful by adding the waypoints on final outside of the FAF. Although with VTF loaded, when you activate the approach, it will still show the coarse guidance only to FAF, the waypoints outside of the FAF on the final are still loaded right behind the FAF. So if the controller at the last minute clears you direct to one of these waypoint or tell you to intercept one of these legs then you need only to bring up the flight plan page by touching the CDI on GTN map page and then touch the waypoint to either go direct or to activate that leg in front of that waypoint. You no longer need to re-load the full approach to get those waypoints back! Bruce's charts didn't discuss the finer points of VTF with the GTN's so I suggest if you aren't aware of this to study it more on the GTN simulator because VTF just got a lot more powerful on the GTN's and VTF's is what teach for flying any PA when you know you are being vectored onto final. And with the GTN it still works out fine if you get a last second surprise with an earlier waypoint or leg on final before the FAF.

It has both mask and oxysaver ranges and the mechanism is easier to adjust precisely throughout the full range. What every Turbo pilot needs. NA pilots may not appreciate it as much. Sent from my iPhone using Tapatalk

The Bravo seems to be the most under valued airframe in the fleet for some time now. It doesn't make sense IMO. Sent from my iPhone using Tapatalk

There are STC's for adding an airspeed speed switch for warning the gear is or isn't down - and there better than just tying into the gear sonalert since they give voice annunciations. Such as the P2 Audio Advisory system. But none of them allow removing the OEM throttle switch - they're all on top of the throttle switch. When it comes to gear warning, Mooney pilots prove every week you can't have too many warnings to get that gear down before landing. If you have 8000' to lose quickly why not put it down? Sent from my iPhone using Tapatalk

By far, the Precise A5 flow meter is superior - I've had most of them and Aviation Consumer agrees. Sent from my iPhone using Tapatalk

Shouldn't be a concern if you have a 406, if so its only few minutes before Cospas-Sarsat is verifying and looking for you. But there has been no surveillance since 2009 for the 121.5 ELTs and it'll take more than a beacon going off and at least several hours before any one starts looking. A $500 406 ELT fixes that.

After 20 years, if we can assume all the damaged parts were replaced with new parts and competently repaired, it becomes purely an emotional decision for buyers if there is any remaining discount. Many, once comfortable its been properly repaired, aren't going to have a problem with it but there will always be owners that won't buy an airplane with any damage history. There is no right or wrong answer only what other competing birds are on the market at the same time with lesser damage history. Problem is IMHO this Bravo is pretty much stock and not particularly seen a lot of love over the years. But the fact it should be priced as with a runout engine will appeal to some that want get into a lower cost Bravo gambling they'll likely get a few years before the engine really needs an OH given the more recent cylinders - or not.

in terms of leaving USAIG, lowest bidder purchasers for sure, but I've always been selective of my underwriter for many areas more important than lowest pricing including smooth limits, expanded geographical coverage and owner satisfaction with claims. I think when I flew into Cuba they would have been the only carrier or one of very few that would insure me in Cuba and without extra fees.

no less than 65K for the engine - with R&R labor, new hoses, engine mounts, other accessories expect to see it grow by another $10-15K. 40K won't by much of a panel. There is currently no onboard wx nor traffic either.

Since its N registered it has no import issue - its 100% a US and maintained by US rules plane - just on an extended trip north! Totally agree on the need for new panel! Engine probably has a some time left due to cylinder replacement but needs to be priced as fully runout. Myself personally would be looking for a 252/Encore with dual alternators - but wait I fly one!

I am in San Diego and go up there often to do transition training with new owners. In fact I am up there week after next for 3 days with a new Ovation owner. PM me if interested. Sent from my iPhone using Tapatalk