jetdriven

That is assuming that you could maintain VMC conditions on top for the whole flight, there is no icing in the clouds on the way down, and that suitable minimums exist to land below. Thats is a lot of "if's".

A TSO-C-91 ELT can be tested with a quick rap to the palm. A TSO C91a ELT can be tested with a rapid throwing motion coupled by a rapid reversing motion. (Source: ACK E-01 ELT manual) I think it also needs to be inline with the mounting position. Check which one you have. Call the manufacturer about dropping it. That likely can ruin it.

Still if you are flying in clouds between 0 and -40C, you are techincally "in" known icing conditions. from: http://www.ifr-magazine.com/defining_known_ice_certification_faa_ifr.html (What do you think) In explaining their definition of known ice, Loretta E. Alkalay, FAA Regional Counsel, referenced Administrator v. Curtis, NTSB Order No. EA-5154 (April 29, 2005). Here, the court ruled that conditions conducive to icing exists whenever near- or below-freezing temperatures and moisture exist together in a given area. It didn't matter that there were no reports or forecasts of icing conditions at any altitude anywhere near the route of flight. The Regional Counsel's office also referenced Administrator v. Groszer, NTSB Order No. EA-3770 (January 5, 1993), which ruled that the threat of ice need not cover the entire area at all altitudes for the threat to be known or dangerous. In short, the FAA defines known ice as any visible moisture (cloud or limiting visibility due to moisture) with temperatures at or near freezing. If you go there in a non-known-ice-certified aircraft, you are in violation. Period. ................... The Regional Counsel's letter to me clarified the definition of known ice. You cannot legally fly a non-known-ice-certified airplane into any cloud near or below zero degrees C or you are in violation. If the FAA learns, either by direct observation or via a filed complaint, that a non-known-ice-certified aircraft entered a freezing cloud, it will initiate the EDT process and an enforcement may, or may not, result.

If the temperature aloft is forecast to be between 5C and -40C in visible moisture, thats icing conditions. I don't get it why someone would fly a non-deiced airplane in that.

Get ahold of Ron Fisher. he is the local SAT area Mooney expert and will NOT bull shit you. PM me for his contact info.

% of power is easy LOP. Just be sure the Mixture is 15-50 degrees LOP. You can pretty much ignore MP and RPM (provided you have enough of both) 10 GPH is 75%, 8.6 GPH is 65% 7.3 GPH is 55% see how easy that is?

I hav noticed these laminar flow wings on these Mooneys start sinking like a rock below 70 MPH or so on final, the slower you go, the faster it sinks.

Squirrel may be the only pilot wqho ever landed short of the field in a Mooney. The other 946 went off the other end, like this guy!

Under the "Instructions for Continued Airworthiness" for the Plane Power AL12P70 alternator, it says: (Note, this is not legallly required unless contained in an "airworthiness limitations" section) Instructions For Continued Airworthiness Annual / 100 hour inspections: 1. Remove drive belt and turn alternator rotor to check condition of bearings for abnormal noise or roughness. 5 year or 1,000 hour intervals: 1. Repeat: Annual / 100 hour inspection. 2. Remove field brush assembly and inspect brushes for excess wear. Replace brush assembly if brushes extend less than .250” from edge of brush holder case.

Hopefully it works out. Mooney's are getting hard to find parts for.

If they can't qualify under a TSO, PMA, or a 337 using approved data I don't think they can be installed on a certified aircraft.

Your gps makes a good standby altimeter. No need to install a second one

i'd replace it with an alternator. Almost the same money at this point. Generators are so heavy, and dont charge at idle.

well, legally, without an acrobatic airworthiness certificate and a parachute for each occupant, you can't (generally) except 60 degrees of bank or 30 degrees of pitch unless operated as a CFI giving spin training to a CFI applicant, and even then only if it is aproved for spins. The qualifier even here is it must be a "nomral maneuver" So in other words, not much. Now as far as what the airplane can "take", the answer is a lot. The prop governor should maintain set RPM throughout the legal airspeed envelope. Book does say to carefully advance the prop lever at high airspeeds because it can momentary overspeed. The point you get into trouble is the fact the airframe is so clean you can very easily blow right though the redline airspeed and then overstress the airframe, or hit the ground. Mess about in a Citabria or an A150.

The gasket under the tube is a 72059. The o-ring on the top of the disptick is 74068 for all IO-360 except the A1D6D. source: Lycoming direct drive IO-360 parts catalog

for the 3-5K it costs to rent the Mooney to get your insurance, you can buy two years worth of policies as a 100 hour PPL with no instrument rating or retract time.

Hah, no. Typo. It was 3 people in a J. Quote: Cris Ok i'm curious as to how you got five folks into a J model Mooney Did you have a fifth seatbelt? Or maybe a baby on Mom's lap?

you can dissasemble, measure and inspect everything. If all the bits are good, you can send off the case to get repaired by DIVCO and reassemble. Ross did this and replaced a great many things for 7K

Most airplanes can land and stop in less distance than they can take off. Hank, I landed and stopped my J in 900 feet from the first brick with 5 people in it and at aproximately 2400#. sea level, 75 degrees. 72 MPH over the fence.

Now we are really splitting hairs. You cannot lock one wheel and spin an Mooney around for a "tail over the grass" takeoff as you can in a 172, but with a 32 foot turning circle, you can still put the rear edge of the rudder within ~10 feet of the first brick.

OUrs was just balance by Walt Aronow in Dallas. Top notch work. 200$. Our IPS started at 0.395 and ended at 0.053. Huge difference in noise, vibration, and harshness. We just flew it back from Key West to Houston in 8 hours, and arrived fresh enough to go out that night. The vibration and noise is a lot less at 2500 RPM now. Worth it for sure Walt@expaircraft.com www.expaircraft.com

Even airlines dont say which one has a shorter takeoff roll. We did both in the CRJ and the 1900D. As George said, both techniques have advantages. I think that holding the brakes, giving it hell, and then releasing is shorter, however, I have no data. It is a guess.

I got the PM. Its interesting. I think I can do it. Annual this month. I appreciate you sending me the info. Photos to come. Quote: allsmiles Byron, how did you make out with the fire extinguisher?

Talking to the lobster over a white cloth fancy dinner isnt a problem. You ask the lobster its opinion on eating veal. The lobster talking back is when you have a problem. I have heard of this problem. Quote: allsmiles See what happens when we don't fly our Mooneys and instead we sit here typing on a keyboard? If our Mooneys could only talk! They would knock some sense into us and tell us to go fly them instead. Oh...wait a minute what am I saying... my Mooney does talks to me. And I affectionately talk to her back... !!

Yes. Lycoming cam spalling is a serous issue and is a relatively new thing in this magnitude. Read a few threads on herw about new owners and a fresh overhaul. Book says every 4 months or 50 hours I have oil analysis at 50 hours that shows the acid numbers within limits. Any more often than that is money wasted. Change your oil after every flight if it maskes you feel better, but the data remains the same. Failure is unpredictable. But synthetic blends increase that risk. Continental cams are below the crank therefore not as many cam spalling problems. They have valve problems mainly because of crappy machining. Yeah, Busch is full of shit. He doesnt fly behind 3,000 hour engines or use Camguard and do oil analysis. Neither does Kollin. I am a paid shill too. I do root canals on the side, 800$ a molar. I am the best.