jetdriven

it only has half the capacity of a lead-acid battery.

let me revise that. Instrument training is quite intense and can be difficult, but the engine part is easy. Just park it at 20-23" for the terminal area, and its less than that during the approach.

this has happened before. Your next time available, check the age of the hose from the tag, if its really old, replace it. Also, check the routing and if its chafing on anything.

Instrument training is easy. leave the prop at 2500 RPM, and use the throttle like a 172, power for airspeed. pull the mixture back 1/3rd. Spend your time on instrument flying.

We had a M20M with the original clamps. 20 years old. Retorqued something like 8 times in the logs. From what I remember a Mooney service letter says to replace them. That doesn't make it mandatory but it's a good idea.

We don't know both failed. For all we know, the breaker tripped halfway down and the finicky lever wasn't engaged on the cable. Nobody ever practices this or understand how the system operates.

Dukes actuators have no back spring to fail. However the crank engage lever can be a little finicky to get the crank cable to engage. It will, you sometimes just have to mess with it a little to get it to engage

I called Aircraft specialties and Divco and they both did not have any cases....they didn't even know when they were gonna get any more cases and they were selling them for between $5500 and $6000. They offered me $500 for my 400 hour roller case and I politely told them no. Those have a list price of nearly 7 grand and a two-year backlog and that's if everything goes right I guess somebody will need it. Hopefully not me.

Autopilot central repairs them too but our last century 21 console was 1300$.

0-60 in series. We just installed a GI275 engine monitor. It's nice.

such as low level acro..

It's limited to 5 minutes above 200hp as well.

Lots of stories but very little evidence. Mostly the insurance company wants a copy of the logbook showing an annual on the last 12mo and that's it. I haven't seen them wade into the minutia of the definition of approved parts or airworthiness beyond the logbook entry.

There probably is. But everything I have had done at a dealer was so bad, it had to be redone. My client just had his engine in his TDI Golf fall dowm onto the cross member. The local shop found out that when they replaced the water pump under warranty last year, they only hand tightened the bolts that hold the motor mount bracket to the front of the block, and they all sheared off. 250$ an hour. cost hos 2500$ to fix. The dealer wont make it right.

Shop around for the engine shop. The best big Continental engine shop in the country is Powermasters in Tulsa, but theyre backed up, call for an update. So is Poplar Grove. We ended up using Western Skyways for our last two Continentals, both came back excellent, and in about 8 weeks, which today, is stellar. Some shops are booked out a year.

Close as Memphis is I would just take it to Maxwell it's only about two hours away. If the owner won't let it leave town then you probably don't want it anyway.

I just got a set of fiberglass window frames built by Mooney, I had to order them, but I got them in about six or eight weeks. Which is pretty remarkable. I think they can build you a cowl, but unless its totally destroyed, It's not all that hard to repair it. Plus, I don't think any of them are carbon fiber. They had some experimental carbon cowling at Oshkosh a few years ago and they were saying maybe someday

we just can't even break even on old cheap airplanes that are in such bad shape, and the owner has no means to get it to airworthy standards. Not new standards here, but airworthy standards. The checklist is published right there in the service manual. And I have yet to see a Mooney coming to our shop that says they used the entire Mooney factory checklist. It always says "referenced the factory checklist and accomplish the annual per FAR part 43 appendix D." ItThese are not the same things. interestingly, Cirrus, there's a guy behind us who literally grafted the outboard section of a wing onto a Cirrus that was damaged in a taxi accident here a couple years ago.. Boat fiberglass and West Marine, 105 epoxy is what he's using to put it back together. Cirrus said it needs a detailed structural repair order that's gonna cost $13,000 to even generate. And I'm guessing, but I don't think he did that.

That disincentivizes folks with really well-maintained airplanes while incentivizing first time owners who buy their planes on eBay. We basically quit working on fixed-pitch fixed gear singles, It ends up costing a fortune to get it through a real annual, and the owner is pissed at the invoice. We lose money on the job as well. It was 2800$ in parts on this Cessna 150. Nice looking plane. Owned by a flying club, who happened to be the IA who (really didnt) maintained the plane for 15 years. Missing logs, no AD list, leaking brakes, mufflers with holes in them, carburetor leaking gas down the side. the nice one was the gascolator missing safety wire and rattly loose.

1000 hours on a Kelly overhauled mag. I did the 500hr on it before, but everything now inside it was crap. There was a distributor gear from 1976 in there. Including the impulse coupler.

Sent mine to Aircraft Magneto Service. Around 900-11150$. Mine needed a lot.

They didn't say they checked the steel tube cage or spars for corrosion. They didn't really say what they did

Too bad their mags don't pass muster. Ive done a few of these conversions and the best one I've seen yet is the Bendix magneto with a surefly on the other side, and a Maggie harness.... bulletproof. this year our plane is getting the 1200 mag rebuilt and then electroAir on the other side. We'll see how well that does.

Baking soda solution. Then good rinse