kortopates

Guilty! it was actually only +/- 3 kts. But aesthetics are everything to Mooney pilots!

That's what I did and picked up at least 3.14159265359 kts +/- 1 kts. Easy peasy, just a couple dozen cherry max rivets and coax!

Very interesting twist this week with a very out of the ordinary incident. But first off, and most importantly no one got hurt in this one - just some aluminum. How many of you actually practice simulated engine outs? I do too - great practice and kudo's to whomever. But do any actually kill the engine to make it real? Apparently that's what happened here and we're only reading about it because after the set up the pilots where unable to make a runway and landed in a field. Now you'd expect a carbureted engine would start right back up soon as it had some fuel - but not this time. https://www.asias.faa.gov/apex/f?p=100:96:13292273201829::::P96_ENTRY_DATE,P96_MAKE_NAME,P96_FATAL_FLG:16-NOV-20,MOONEY https://www.fox13now.com/news/local-news/small-plane-crashes-near-newton-reservoir Got to wonder if there is a lot more to the story on this one.

Perhaps you imported the aircraft? The ELTs are shipped with a unique identifier that is country specific, so if yours was originally sold and installed for a foreign registration then that would make sense. That too would explain why you had to update the NOAA registration if it already had your contact info.

It is being sold with the log books, or without the logs and cooperation of the 3 owners? Looks like original interior and mostly original avionics and engine at around TBO and probably not Ads-B out equipped yet. Kinda looks like its still a long ways away from a full resurrection after sitting all those years.

Not the ELT, but the NOAA beacon registration. The ELT transmits a hex code from the FAA registration. True for the transponder and other things like the POH, Wt&Bal..... Sent from my iPhone using Tapatalk

But then he’d have to change it back on both the fuselage and aircraft registration. Changing the N number on the registration is a different process than merely changing the owner name with a Bill of Sale. But don't know if it's any harder or easier than changing the AW cert. Sent from my iPhone using Tapatalk

True of your old Lycoming but one of the pluses of TCM lower cam is that its getting sufficient splash at much lower Idle RPM - no need to idle any higher than necessary to keep the alternator low voltage light off!

Awesome, you probably mentioned the overhaul in the other thread but I forgot. Sent from my iPhone using Tapatalk

++1 to what@Lancecasper said above - time to move on... Sent from my iPhone using Tapatalk

There was even a wreck still parked there for years too - don't know about present status though. Sent from my iPhone using Tapatalk

The OP merely needs to find a mechanic that knows how to set up a TCM fuel system - it's really nothing to do with Mooneys except the caveat that an intercooled 231 needs it's Max FF set at the reduced MAP redline of ~37.5" rather than 40" But once idle unmetered pressure is reset it will require checking metered full power psi or max FF per the TCM spec. - changing one often changes the other. Idle unmetered psi is from 6.5 to 6.75 psi at 700 rpm from memory. You have to ignore good intentioned folks references to fuel pressure unless they know unmetered from metered - they are very different. And that goes for what ever your monitor reports without knowing which one it is. But metered pressure requires a dual inputs from fuel pressure and UDP. Sent from my iPhone using Tapatalk

Sorry, I don't buy any of the suggestions that Goodyear BUTYL tubes are better than Generic quality BUTYL tubes - Butyl is Butyl. I've been buying Dresser Butyl tubes tubes for a few decades and it's the Butyl that holds the air so much better than non-butyl tubes - not the manufacturing process. And I prefer the expensive Goodyear FC III's with their extra rubber for greater longevity but I do put 150+ hrs a year on them. Sent from my iPhone using Tapatalk

Which is normal right now and probably will be for some time. Sent from my iPhone using Tapatalk

let's not confuse the tso's 9xx series installations with the non-tso'd 7xx 8xx installations. They are entirely different since the 7xx/8xx does not have the approvals. Tom already posted the relevant paragraph from the EDM 7xx/8xx FAA Approved install manual that clearly states that these units should be connected to the Avionics master - it even says if the aircraft doesn't have an Avionics master switch the installer should install such a switch and that the power wire should be proctected by a 5 amp CB - or a 2 amp slow blow inline fuse. Personally I wouldn't accept an inline fuse but it's allowable. Phone calls with tech support have never been considered even remotely acceptable and certainly not approved data to the FAA. (I'd like to see a log book entry suggesting that!). Of course any guidance like that would have to followed up with tech support mailing or emailing the FAA Approved documentation to back up the telephone conversation. Of course in this case that's superfluous since JPI has all these doc's on the web for all that can access and read them. The STC FAA Approved installation data is approved data to the FAA. Sent from my iPhone using Tapatalk

So brakes are dual puck brake upgrade done? Out of curiosity, what role would Jewell as an engine shop have? Will be very interested to see how speed brake upgrade looks from top and bottom! I have yet to see one. Sent from my iPhone using Tapatalk

Yes, the way I understand it (I am not an avionics guy) is that the non-tso'd monitors are not approved for being on the main bus, just avionics.

This weeks Mooney incident addition to the list was an M20R landing after apparently its second approach at 5:45pm. It had to veer to miss a deer and took out some runway lights. I gotta believe the pilot came out with a much better outcome hitting some lights rather than a deer but of course these reports don't provide details. Wonder if wildlife had anything to do with second approach? Supplement says "WILDLIFE AND GEESE ON & INVOF ARPT" I'd hate to be landing at dusk or right after in deer country because of this hazard, even though it is paved field. At least no Mooney Gear up incidents reported over this past weekend!

The AeroCruz 230 replaces the KFC-150 computer theoretically the same way the Avidyne IFDs replaces the GNS GPS - at least for starts. They were working on direct digital interface integrations to some systems including my G500, so perhaps Aspen as well, but you'd have to check on status. But as you well know, even the Aspen AP interface adapter never had more than the basic capabilities. I lost interest for the moment when their engineering folks told me that they have no plans whatsoever to design and manufacture a new modern servo replacements. In fact, if you want to add the yaw dampener you have to scavenge for all the old used parts. I just can't get excited about a new 230 computer that will for always be dependent on the old servo's with very limited parts availability. After all, all my past AP issues have for the most part been servo issues, never computer issues. I presume they can make good on their warranty of old servo's for the immediate future but I don't see how they can possibly do so post warranty period - at least not affordably.

Hank, changes on the NTSB side no longer facilitate sharing links - for any accident post 2008 you have to search for it and then download the report. But this will take you directly to download the report http://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/100840/pdf

Fuel exhaustion at 600' on final approach From the report: According to the pilot, he conducted a preflight inspection of the airplane about 1200 with no anomalies noted and departed Republic Airport (FRG), Farmingdale, New York for a flight to Francis S Gabreski Airport (FOK), Westhampton Beach, New York. He remained on the ground at FOK until about 1540, when he departed for the return flight to FRG. He stated that during approach to FRG the airport traffic pattern was congested, and air traffic control requested he enter right traffic for runway 1. The controller then asked him to extend his approach over the south shore of Long Island before turning him back to the airport. On about a 3-mile final approach to the runway, the controller asked the pilot make S turns for separation from the airplane in front of him. At an altitude of about 600 ft, the engine lost total power. The pilot responded by first switching the fuel selector from the right tank to the left tank, then tried to restart the engine before impacting terrain about ½-mile from runway 1 at FRG. A Federal Aviation Administration (FAA) inspector examined the airplane after the accident. During the examination the inspector disconnected multiple fuel lines to check for the presence of fuel. A small amount of residual fuel was present in the fuel manifold supply and the return lines from the fuel control to the fuel pump. All other lines were absent of fuel, including the fuel supply line from the airframe to the fuel pump. The right fuel tank was visually inspected about 1 inch of fuel in the tank, the left tank was damaged during the accident and found empty.

Not a G1000 user, but the G500 does it exactly the same way and I am happy to report that with the data transferred via the ipad to FS-510 card it went seamlessly from GTN to G500 and updated. I lost the bubble if the latest recent G1000 s/w update now supports the FS-510 card, but when it does it sure simplifies database updates!

The value of oil analysis is strictly limited to trend analysis. I wouldn’t conclude anything on a single sample in isolation. Far far more important is looking at the oil filter and oil screen. Sent from my iPhone using Tapatalk

Having flown extensively in the Americas in our Mooney, we’ve always presented scanned copies of all our required documents including certificates and Medical - without any pretense of implying they weren’t copies. Use of the copies has been universally accepted by all except for but one US agency - CBP. Officials with a bureaucratic need don’t care; just those operating on an enforcement agenda. Sent from my iPhone using Tapatalk

yeah, blame it on me?..... guilty as charged! .... I'll write a thousand "moots" at the blackboard .... unless is now "moot"