LANCECASPER

Yes if the latch is not latched the gear will not go up or come down electrically

Good job on keeping a clear head and getting the airplane down safely with the gear extended. I always try to think about the simplest, thing that happens most often and it usually has to do with the gear latch. I know you verified it was latched, but I would check and clean the microswitch in there first. With all of the exercises you went through, breaker pulling, etc. it's going to be hard now to figure out exactly what happened. (I flew back from KFTW to KSAT one night with the gear down 30 years ago because of not knowing about the gear latch. A passenger that I had dropped off must have kicked it on the way out of the airplane.)

The calculations haven't been an exercise in futility for me, but everybody gets to do it the way they choose. In 40 years of airplane ownership on 10 of the 14 airplanes I've owned I've sold them for more than I paid. Overall the 10 that I've sold for more than I paid more than made up for the other four. I haven't skimped on maintenance at all but I've established relationships with people whom I trust. Although aviation is not an inexpensive hobby, if it's done right it doesn't have to be obscenely expensive.

I couldn't agree more. When people are in the buying mode they get nearsighted on their purchase side of the transaction. Everything you buy someday will get sold. As long as you buy it with your eyes wide open, and don't let yourself get driven by emotion and pay too much, when it comes time to sell you'll probably be OK. If you buy a "great deal" airplane that's been hard to sell, expect that it will be the same when it comes time for you to sell. As long as you factor all of that in, and you're Ok with it, you're good.

He figures 100 hours per year as the average and then on a 1977 model it adds or subtracts $4 per hour for hours outside of the average.

It does affect the value, more so on newer airframes. As an example about three years ago Vref figured that over or under average airframe hours on an Acclaim was a $22/hr. deduct or add. As an airframe ages the $/airframe hr goes down on that valuation, but it's still a real thing in the valuation on every airplane. Whether it matters to you or not is one thing, but it is figured in on a valuation.

The original TBM Structure Life Limit was 12,000 flights (cycles) or 16,000 flying hours. Quest applied and got theirs extended to 17,000 cycles, but eventually retired the airplane somewhere between 14,000 and 15,000 cycles.

I've only changed out one bottle on a Mooney that I owned. Brian Kendrick did not send in the regulator for recertification. It did need a new gasket. We were swapping 115cf for 115cf.

@Farolone mentioned in his initial post that it's a Flightstream 210, in fact the title of the post mentions the Flightstream. The video he provided shows no GI-275. He has since said that he runs 401.37 software. The ability to use the Flightstream 210 was included in the base software that is included in 401.37 since Cirrus uses that. This was mentioned over 4 years ago in the post announcing 401.37

That's great to hear What software are you running in the G1000? 401.37? Can the shop that did yours explain the installation and how they got it to work? @Pmaxwell was hopeful that this could be done at some point. @AVDB Michel do you know how to make this work?

You have to come up with at least three more screen names before you're entitled to proof . .lol

Sold

Up for sale is a Bose A20 Headset which was lightly used and is in excellent condition. It is the GA dual plug model and has bluetooth capability to be able to make phone calls and to stream music over bluetooth. It comes with case.

That one is for an R (Ovation). He needs it for an M (Bravo). Check your e-mail that you have listed in your signature line for some M20M info.

The newest SL40 or SL30 is roughly 20 years old. The labor is going to be the same to install new or used. Rather than having to think about later replacing or repairting a used radio I would spend the extra upfront and put in a GNC215.

I don 't think you're going to fit all of that in there. The best person to consult would be Jesse Saint - they have done a lot of Dynon installations on Mooneys. @Jesse Saint https://saintaviation.com/

If this is the first time it's happened sometimes the sender gets "stuck" and a good bump on the outside near the sender will take care of it. If it's been this way awhile then my next guess would be a bad sender.

I have never felt the need for a yaw damper either, but I also have never sat in the back seat during turbulence. I asked Garmin about it when I attended their class in August. By the the time two days were over they got back to me with the answer that the G1000/GFC700 installation for Mooneys does not have a yaw damper, which I knew, and cannot be added on, which is what I was curious about. That being said, it's still the best autopilot I've ever flown behind. .

Different clamp, but same principle.

Sellers on Ebay has them for Bose and a few others: https://www.ebay.com/sch/i.html?item=294247818235&rt=nc&_trksid=p4429486.m3561.l170197&_ssn=shachar2208197171 https://www.ebay.com/sch/i.html?_ssn=bioluminous&store_name=bioluminous&_oac=1&_trksid=p4429486.m3561.l170197

Exactly!

I've had interiors out a few times on Mooneys and using an awl to line up the holes keeps you from having to drill any new holes.

Look for the OnePak if you don't use Jepp Charts