jetdriven

If you cant turn off in 900' in a J, keep practicing until you can. You can even do it with no airspeed indicator @cnoe

Nice cheap fix, you’re gonna be fine

When the handle is stowed, the cable is pulled, and the lever is pulled forward, and the spring is stretched. When you push the little tab forward and the handle pops up, the cable tension relaxes, and then spring, pulls the arm aft to engage the emergency extension Spool with Cable. So you probably need to look at that little piece on the end of the cable that clamps onto the cable just after the lever arm thing is loose or slips yeah it defaults to being engaged.

KFC is pretty complicated system and I don’t think anybody in the past 20 years has installed one of those things. We removed the pitch servo on a KFC150 to get it repaired and the thing has a 9-wire connector to it. And then it cost us 1000 bucks for them to replace a blown transistor inside of it. I wouldn’t remove a working system but you’re not going to find someone willing to install a used system.

I thought they were rivets driven into the spar.

If you’re not hitting the up stop on the elevator you’re letting the nose wheel down earlier than possible.

The tail beacon is compliant as a Nav light but not a strobe. And the enclosed wing tips shield those from the rear so you have to have a rear facing strobe light and this thing goes in the place of that so there’s really no way to get there from here with this Aircraft.

It’s not a POH issue it’s a FAR compliance issue. You’re required to have 360° anti-collision light system. And if you don’t have the tail strobe that takes you out of that and you’re not not allowed to defer it either for daytime. I don’t know who started to install this tail beacon, but they should’ve looked at the installation and be familiar with the rules before they modify the aircraft in a way that it can’t be flown. And the STC says you’re supposed to wire to the NAV lights, but there’s no wire to the tail for the NAV lights because those are the wing tips so now they have to pull the wire to the tail and then they have to figure out the anticollision light problem. Really the thing is the tail beacon really isn’t for a Mooney class of Aircraft is more for a Cessna 150 or some other cheap flight trainer airplane.

It is squarely in the purview of the agency of creating the law. Thats the reason for the existence of it. But the interpretation will not default to these agencies, it will now be decided by judges and perhaps juries. Remember that OJ got off because "lots of people have the same blood type". Anyways, lets see how it goes before we pop champagne.

not holding it off long enough. You can also hold the nose wheel off until 40 mph.

Your plane wont be legal now as it needs the tail strobe to have 360 coverage.

by the time you do the cam and lifters its 15 or 20 grand. Good money after bad. If you want the engine sooner than 2 years, pull it and ship to an overhaul shop that can get to it in a timely manner.

Thing is, now, you’re gonna have a judge that has no experience at all in the subject matter, making making the determination instead of the agency. And you may have different courts and different districts ruling in different ways. So Warbird guys can give instruction in California, but not Texas. Then people are moving the airplanes to California to get instruction. This may not be as good as we think it will.

We got several clients that bought their first airplane, an M20J, and the premium is around seven grand a year. These are low time pilots with a fresh complex endorsement, one had an instrument rating and one did not, but it’s a lot of money.

get a used GTN650 and an SL30.

its legal for SE pistons under 6000lb. I wouldnt do that. but its legal. I have a friend with an inop NAV2. IO brought this up and he said he has an iPad, so hes covered.

Sounds like it was probably repaired then. It may just be the failure of a slip joint to move because it seized together, this could cause the pipe to crack because the exhaust can’t move around as it heats up. But if you take it all apart and disassemble it and inspect all this, take bodymans hammer and tap on the pipes everywhere and if it goes through the side of it is too thin. But otherwise you can evaluate it and lubricate the heck out of the slip joints. You may not have to buy a whole exhaust, which is a lot.

you can get a factory door seal from LASAR now, and aside from the newest thin wall Gee Bee seal, its the only thing that works.

For best climb rate, don’t reduce the prop Rpm , all it does is take away performance. It actually increases cylinder pressure and then you have even more of a heating problem. There isn’t really a takeoff limitation on this powerplant at all if I recall, but you may need to limit manifold pressure and raise the airspeed up in order to keep it cool enough to be acceptable. And 400 is not a limitation it is a arbitrary limitation set forth for continuous operation by a large percentage of pilots, but if it comes to reducing power and keeping the CT below 400 or leaving it all the way forward and clearing the mountainous terrain, you can bet which one is easier on the engine. You might consider climbing a bunch of circles over the airport before setting off on your airway because although you can turbocharge the engine, you can’t turbocharge the prop or the wing.

This also underscore the value of having a separate standalone VHF navigator for times like this. In fact, I thought it was required in the STC to have either a second GPS or a separate standalone VHF navigator for IFR installations of GTN navigators.

On his airplane, there was rivets through the spar and through the Bracket. It’s not as simple as unscrewing anything unless you want to drill holes through the spar and you really don’t wanna be doing that.

The bracket mounts to rivets that are through holes in the spar so it needs to be the same Bracket, you just gotta find extinguisher that fits it. The newest version is the A344T.

You don’t need to chromate primer the floor, the alclad aluminum is fine. Just make sure it’s mostly cleaned off. Also, there should be a plastic trim ring around your fuel selectior and there should be screws going through the carpet through the trim into the metal to keep that area clear. As others have said, any screws or anything else can jam the fuel selector.

If you’re gonna use Velcro, you might as well just save the money and not do anything. Because the Velcro glue either will come off of the floor or it’ll come off of the carpet the first time you pull it up. And both pieces will be still be stuck together on one side of the other. The factory solution was worse. They just glued down some foam and then glued the carpet to that with spray glue, which is really a pretty awful idea. Snaps may not be the only way to do it, but it’s the only way I’ve seen that does it right. It retains the carpet keeps it from skidding around and ripping the screws out of the trim Ring off of your fuel selector or when passengers get in the carpet skids forward bunches up in front of the copilot seat. but you gotta pull the belly panels off so you don’t drill through wiring harnesses and then you screw the suds into the floor and then you peen the snaps into the carpet

Put snaps in the floor and then snap it to that. Also, a little pissed at SCS because the carpet they have used to be high-quality but now it’s literally cheap Home Depot carpet with the heavy jute backing and only comes in about two different gray colors super light and super dark and then black and then there’s not really a lot of usable color choices here.