kortopates

You’d have lots of backing I am sure. But would you be willing to invade foreign county’s to do so? Such is the reach of cyber crime. Garmin was back up the same day this thread was started. Sent from my iPhone using Tapatalk

Its actually easy to flat spot tires on any aircraft including the trainers. All it takes is a pilot that hits the brakes as soon as the their is any weight on the mains. Gotta to learn to use aerodynamic braking to hold the nose off as long as possible, then only when slowed apply brakes. Proof is at my local club where someone manages to flat spot a tire on a C172 or Archer almost every month. Changing a new tire out due to fat spot drives you nuts, but you really need to do it since its terrible reminder (and embarrassment) to continue to taxi around with square wheels ! But as Mitch mentions above it'll easily lockup on the flat spot next time too. My FC III's fit just fine too, but no room for anything larger!

Another thought is that this plane may appeal more to non-us pilots where GPS approaches aren't common. There are lot of areas still devoid of GPS approaches, arrivals, departure and airways. For example Mexico just got their first GPS approaches last fall/winter and only a handful of airports with them.

Expecting is to add WAAS to this bird is unrealistic, that ship has sailed leaving only the possibility of salvage GIA63W's which I can't imagine being very likely. GIA63W will become plentiful the day people start upgrading to the current GIA64's as part of NXi upgrade along with their Nxi GDU upgrade. If Mooney ever goes down that path someday, then planes such as this that missed the chance for GIA63W will have a second chance to upgrade relatively inexpensively with used GIA63W or leap to current technology of Visual Approaches, FS-510 support, a vertical profile display, split screens, and an HSI that includes a moving map etc available as part of a NXi upgrade. But seeing Mooney certify NXi as an update seems like only a pipe dream at the present time. This Acclaim does have some nice options like the FIKI and active traffic.

Erik, I can't believe there is single MSer around at the time that doesn't forget that! But FTR, I surely didn't have an issue with it, I like significant digits as much as any nerd How about 2 million on your next b-day!

I don’t believe you would pay VAT if exporting to US; based on turning in receipts when exiting the EU and getting a full refund of VAT paid. Lack of ADS/B is a simple fix for a G1000 plane- all its needs is a GMX-345R installed. Lack of WAAS only adds 1K to include the built in GPS board in the transponder. Many non-WAAS G1000 Mooney’s are flying here in the US now. Sent from my iPhone using Tapatalk

Seriously -that 231 that taxied off the runway into a ditch at night is still sitting there?!?! I assume it couldn’t have been insured. That is so sad to hear. Sent from my iPhone using Tapatalk

I’ve done it, not with Lasar’s but with my factory wingtips and have done it twice now with 2 different antenna’s. After exhaustive speed runs, by my excel calculations the speed difference came out 3.14159 kts. at 9500’ +/- 3 Sent from my iPhone using Tapatalk

I think your bigger challenge will be finding a shop that can get you in for a pre-buy in a reasonable time. At Savvy, we have double the number of pre-buys in process than our normal number and we're also having a hard time find shops that can do a pre-buy in timely fashion. Shops are never eager to do them to begin with; especially with an out of town customer that they have no chance of building a future relationship. Add in the shop being fully booked with their regular customers for months ahead and you can see why its easy for shops to pass on pre-buys. If you do have trouble finding a shop, suggest you look for a mechanic with Mooney experience over just any shop you can the pre-buy on calendar.

True story on aircraft security locks and devices. A C210 was parked at popular destination in Baja at an airport without security. A couple of thieves got word of the aircraft parked there and came late at night to steal and fly it away. When they showed up and in a hurry, they found the plane had security door locks, a prop lock all visible from the outside and I believe from memory they could see inside that there was also a throttle lock. A C210 is highly coveted by the cartel for its load carrying capacity and short field performance - so they really wanted it. But they also work fast and seeing all this stuff they didn't even try to waste time breaking in, they simply went for the C182 parked right next to the C210 with none of the security devices. They would have never shown up for a C182, its not a aircraft that even gets stolen with any frequency compared to the C210, but not wanting to go home empty handed they had the C182 running in minutes and took off at night without any lights. Everywhere I fly south of the border, I fly with all three security devices and I'll use all three at any unsecured airport. There is always an easier to steal plane next to mine - not that any plane thieves are actually interested in Mooney though.

probably best to ask a locksmith, but I would assume the cylinder shaped keys are also considered a higher security level. The Medeco locks also use a registration process in that only the registered owner can get duplicated keys. Which makes it an advantage for an owner to buy their Medeco locks directly. Late model Mooney's come with Medeco locks that require new keys to be ordered through the factory, since they're the registered owner; which turns an inexpensive key into a Mooney part. I think I recall hearing the same if you order your locks through the AircraftSecurity.com folks.

Looks nice, but I think adding the headrest would be a very smart move just as a safety of flight issue. You might remember the Mooney that had a departure accident hitting a berm pretty fast. The NTSB concluded if the plane didn’t have its head rest removed it would have likely prevented a couple broken necks. Till that report i didn’t realize how important they could be. Sent from my iPhone using Tapatalk

Looks nice, but I think adding the headrest would be a very smart move just as a safety of flight issue. You might remember the Mooney that had a departure accident hitting a berm pretty fast. The NTSB concluded if the plane didn’t have its head rest removed it would have likely prevented a couple broken necks. Till that report i didn’t realize how important they could be. Sent from my iPhone using Tapatalk

I don’t know if I would refer to those as “exposed” counter weight - just aileron horns. The elevators do have exposed counter weights. But yours really aren’t that much different from my factory wing tips - it’s just that the later model aileron horns where made to fit in the wing tips unlike the retrofit wing tips you have. I really don’t think yours, or the factory ones, look all that different from the Aveo ones either - except for the nicer lights. But that’s easy to do with the Mooney wing tips too. Sent from my iPhone using Tapatalk

Most of the balanced weight where all doubled in weight. The outboard aileron weight on the Encore protrudes a few more inches forward inside the wing tip. Wouldn’t be an issue for most, but I had really nice Nav antenna’s in there that would no longer fit which I had replace with (thankfully) much cheaper aluminum sheet metal antennas that LASAR already had a STC for. The new antennas work fine. Sent from my iPhone using Tapatalk

The main point made from folks above is that this is correctable by adjusting the rigging on the gear door so that the tire bulge on landing doesn't touch the door. We can tell from you picture that its not rubbing until the wheel bulges on landing. But the other aspect that I didn't see mentioned of is that the gear door is actually rigged to be flush with the belly when the wheel is retracted - you don't want it hanging it out. If the doors aren't flush with a bit more clearance, it may be necessary to see if the wheels can go a bit higher inside - one thing can lead to another here. But first step is find out how much clearance you need to keep the tire from rubbing on landing with proper pressure.

I agree with the Goodyear, I run the Flight Customs III's - they have thicker rubber and out last pretty much all other ties because of it. Aviation Consumer did a study a couple of decades ago and gave them high marks. They're actually speed rated to 160 mph - which is pretty meaningless to us. They must be the heaviest duty 6 ply tire we can use, and still beat using an unapproved tire (for our planes). If you get generic Butyl tubes, they're the same material & properties as the Airstop tubes that hold pressure but better. I generally purchase them through Dresser.com

To me, looks like Fuel is or was coming from sump drain as well as the inspection panel screw. Just wipe off the fresh blue stain from the screw and see how long it takes to return. Still worst case fix isn't a reseal but just a re-seal of the leaky screw - but see how long it takes to stain - since it looks very minor. Personally I'd clean the area real well around the sump drain first and see how long it takes to blue stain as well. Its so dirty there you can't really tell if that is fresh stain or not. A bit of avgas on a towel will easily clean it up. If and when replacing a sump drain be very careful to not overly torque it, (follow your MM instructions) doing so will create a much worse leak

I'd gladly take it if I was a Foreflight user, but I am Garmin Pilot user. But we have the same identical performance modeling in GP and without putting in the performance data for both direct power settings and with different altitudes, the software can't for example give me my expected different trip times by different altitudes with different foretasted winds to tell me what is fastest and with how much fuel. That's why I asked my original question. I find that very important for any Turbo since our TAS changes so significantly with altitude. Wish I could help more.

I hope not! and not what I said or suggested, but should The Mistress or should I say when the typical insured Vintage Mooney is involved in a gear up or similar incident the insurance company will be doing exactly that. The repair cost will exceed their loss over writing a check for the hull value considering they'll re-coop about 1/3 of the hull value as salvage value.

I think the sad reality is that the vintage Mooney fleet has become disposable, none are insured enough to warrant repair by insurance. That leaves them to the fate of the salvage mechanics but when the planes salvageable parts will yield more of profit than their repair due to depressed market value, fewer and fewer will fly again every year. True, and in part due to less competition and a shrinking # of pilots when owners get a check for their loss and inability to insure a replacement bird for next few years. The declining pilots, declining fleet due to the incident record could all be contributing to positive feedback loop towards killing our brand if the status quo continues unabated.

Don’t you still have to use the Performance Plus capabilities in order to properly model the increase in TAS with altitude with the same constant power? If not, I am not sure I am understanding? Sent from my iPhone using Tapatalk

Yep, that's 5 Mooney incidents in 10 days. At one every two days, the rare Mooney bird will become extinct before I am gone

LASAR did some testing with their retrofit winglets for earlier J's and other vintage models and I believe they claimed no performance enhancement. Purely cosmetic; although their add says "1.0 mph speed improvement". But its a great opportunity IMO to use the wing tips to eliminate some antenna drag by placing the nav antenna's in them - something I've done and something LASAR also offered with their kit as well. Boost that speed enhancement to at least 3 mph!

This explains the bushing issue pretty well but the TCM SB's referenced in the article are now superseded by the TCM M-0 manual https://hartzell.aero/tech-tip-alternator-drive-couplings-careful-installation-required/