Bolter

I flew a J in the LA area (FUL and WHP) for a long time. One good reference is Kevin Schiff (Schiff aviation) at KWHP (Whiteman). He did 7 or 8 of my Mooney annuals, and is well connected to several independent CFI's who can help you with your IFR. PM if you want contact info. Coincidentally, I am in the Seattle area, now. We just had several good sunny days! It has been amazing!

Found a long article and short srticle on your BIL's back seat landing: Short: https://www.upi.com/Archives/1982/04/09/Birds-collide-with-National-Guard-jet/3846387176400/ Long: https://itd.idaho.gov/wp-content/Aero/Publications/RF/2011/RF_Spring_2011.pdf

Just curious... Are you planning a Turbo Mooney for your longer and higher flights? Or going with something completely different? Seems like a 231 or 252 would be ideal if you can sit in the seat that long. I think we met at the PPP at KSMX. -dan

Excellent information. Great to have more options.

As a fellow 310 HP STC holder, I wonder about this. Can you put an N to replace the G? I did not research it, but it seemed to me that the G with the higher rpm is the approved engine, not an N with 2700 rpm and 310 HP. The N should fit and work, but it is not the same engine. -dan

Curious if you are in California, is the low VOC mineral spirits that is permitted now also an equivalent? It is not exactly the same as what we called mineral spirits in the past.

Maybe there WERE o-rings. I do not know the inner parts of this style drain, but maybe the o-ring was damaged or removed at some point without replacement? I know people complain about this type of drain, and replace with bayonnet style like the SAF-AIR OIL DRAIN VALVE (I think it was the P5000). That is what I put on my J with no leaks in over 1000 hours and lots of access space for it. -dan

This is an NTSB URL, but I am not sure if the link is permanent or associated with my search: https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/103651/pdf I put a copy here in my Dropbox. It may get deleted if I want the space back: https://www.dropbox.com/scl/fi/7ay0mj0nok38y5eu4h8xe/Report_CEN21FA360_103651_4_17_2024-12_10_59-PM.pdf?rlkey=607r00rm871o4wq4akwxjeg4m&dl=0

The correct email address is Lela Hughes: lelahughes49@gmail.com I recently attended the SMX event, and I encourage all Mooney pilots to attend the class. -dan

I wanted to ditch the old tech 121.5 ACK, and went with the Artex 345. Primary reason was that my A&P had done the same model in other Mooney's, which meant there would be the least billed hours and no learning curve on my install. -dan

Following, because it is only a matter of time before I will contemplate overhaul. Does rebuilding the cylinders avoid any of the supply chain issues?

I put 2 standard Bromptons (3 speeds) with P-type bars. into the hatch of the J, which I think is the same size and shape on all models. The prop rod is different between years, but I do not think it was in the way. The bike's seat post had to be all the way down, and there was some key angles to hold as you put the bike in, more from the top than from the side (if that makes sense).

Is that the RobRoy channel? I watched several of his videos. I have the anti-establishment panel, too, with Avidyne and Aspen. No complaints, but it was already installed and working perfectly when I got the plane.

How is the factory overhaul/reman wait time these days? Get a complete engine and swap with an A&P instead of the full overhaul shop process seems like it could be faster. -dan

As the lead and photo ship in this formation, I have to second that nomination...

As you seem to be on the fence about installing them, let me suggest you do not, and save your money. I installed the Rosen visors in my old J and was not happy with them. They are well made, but I think the Mooney cabin and windshield shape are just not improved with them. Despite being much larger, they did not do much to block additional sun. I think it was due to how far back you are from the windshield edge. In addition, the attachment to the pivot would always get loose, so I had to keep a screwdriver handy to tighten it everytime I swung it to the side window. That was my greatest annoyance, as it meant I could not ignore them. It would be great if Rosen had a better attachment that did not torque the mountaing screw everytime you swung the visor to the side, but they would still add little sun blockage, in my opinion. YMMV, and others may have better experience. It seems from reading MS, the LASAR visors, long discontinued, got better reviews. And some homemade lenses that used the original mounting have done very well. -dan

I find that I can fill with 1 gallon jugs without spilling a drop, without a funnel. Just slow and careful. I buy the 1 gallon jugs from Davies, and I suspect the shape of the jug at the cap will affect how easy this is to do. It is one reason I buy the Davies jugs. It costs more per gallon compared to a drum, but there is a convenience to always being ready to dispense, or bring extra with me.

Based on the numbers in the ad, I think it is still a G gross at ~2525 lb instead of 2740 lb.

My shop also recommends the Artex (which I had installed) and shuns the ACK based on its problems.

I used Airfleet back in 2011. Looking at their website, several of the people I worked with then, are still there, which I consider to be a good thing. Assuming they match the terms you get from someone else, I would endorse them for the customer service.

Thanks for the clarification. So then he is going too fast for the max flight time with least fuel goal?

If the goal is best economy (miles per gallon), then you are a little slow at 105 MPH. You want Carson speed, which is about 120 MPH for your F. At 105 MPH, you are burning a little more fuel as well as going slow. Note that this is about aerodynamic efficiency. You then want to run the engine at its most economical for this airspeed, which is probably at or just below Peak EGT at the low power settings to get only 120 MPH in a Mooney. I think this all applies to IAS, so climbing higher will also help. @201er can expand more on Carson number, as he has posted about it quite a bit, and I think even used it for maximum range in the past. Or read this: https://www.aopa.org/news-and-media/all-news/2017/august/pilot/efficiency-slow-burn

10 minutes faster, 10 more gallons of fuel... I am was impressed that we both left our airports so close to on time that we intercepted and ATC made me climb to 9000 for sequencing to Salem.

I have been very satisified with FlyQ for many years. It is ipad based. They work hard to compete with Foreflight, and are always adding features. Recently bought by a bigger company, but I have not seen negative results of the change in ownership. I have no idea if it supports your open ADS-B for Avidyne setup.

Does the problem exist after a shutdown when it has run a long time? Or only if it is run a few minutes? There is a big difference in heat between these conditions.