exM20K

Many things are possible with the application of a sufficient stack of AMU’s…. https://www.mhoxygen.com/product-category/built-in/ youd need some parts from Mooney, maybe. https://preciseflight.com/product/built-in-oxygen-system-for-mooney/ I would love to switch out to the precise flight control, but not for 8+ AMU’s -dan

If the advertised supply is not great, it is probably worth the money to buy a list of registered bravos, and send each owner a card or letter. If you make it clear that you’re a qualified, individual buyer and not a broker, you may unearth a good candidate or two. there used to be a company called AVPAK that sold these lists, but I can’t find a website for them. I’m sure there are others, since I get broker solicitations from time to time. -dan

But the installed cost has gotten so high that it’s way better to buy an equipped plane if you can find a suitable one. I’m curious what they quoted for each. NB: FIKI requires non-CAV equipment (2nd alternator and heated stall warning) that are spendy if not already so equipped. -dan

If you can find an Ovation DX (2004 ish), that would be a great choice, all other things being equal. The DX ovations and bravos were the side-by-side steam gauge models when G1000 was introduced, and they got the shorter panel, which is very nice. No doubt some have been glassed with stuff that is in a lot of ways better than G1000. -dan

Look more closely. Under the tks panel is a home-made placard saying “flight into known icing prohibited.” FIKI should carry a good premium to a no-hazard installation, which this appears to be. -dan

Premium + price for a non-FIKI plane that is being represented as something it is not? Nah. -dan

Well, it could be Virga, the clouds off to your 10 or 11 o’clock don’t appear well developed enough to produce virga. On several occasions in the past, I’ve had ATC call out significant weather ahead in a clear blue sky. I suspect that these are processing errors as the raw radar scans are amalgamated into the picture that gets distributed. I passed my meteorology – student son, or a more technical answer. Standby. ps. Nice panel, Glen. You and M still come down to Florida? -dan

This was my experience with Diamond planes as well. We had a customer DA20 that somehow fell off a jack, driving it through the wing. Factory designed the repair, and it was done without too much strife. A golf cart into the leading edge of a DA40 had a similar repair. I believe the DA20 was fiberglass, and the DA40 was composite with carbon fiber, but it’s been a while. If the factories do go dark sometime in the future, legacy aircraft ownership starts to resemble automobile ownership in Cuba. In some cases it does already. Parts generally get scavenged or re-produced. Life goes on. -dan

Jim @ Centric aviation in Apalachicola just did my newly overhauled prop. He got it down to 0.04 IPS in two or three runs. Smooth like butter now. -dan

Second photo from China, I think. @carusoam to the white courtesy phone, please

Here you go:

I know there are lots of posts here on door seal replacement, including one from @Gee Bee Aeroproducts that all have me confused. My seal got pinched on the front side and is now perforated and prolapsing through the door/fuselage gap. I’m not interested in a seal that mounts on the fuselage, which many of the after-market ones seem to do. if someone could direct me to an off-the-shelf replacement and associated adhesive, I’d really appreciate it. Meantime, perhaps some glue will fix the hole. -dan

Ok, well it’s coming from somewhere, and if it were my plane, I’d want the inside of the wing dry of TKS fluid. It can take some searching. I was getting a mist of fluid in the avionics bay. It was not obvious where it was coming from. Rejected hypotheses included the fuselage gap at the wing root with flaps extended, accumulating leaks in the belly, a bad vent in the tank, and others. Finding that mechanism of mess was not easy. It turns out that a sagging fill tube had created a trap between the filler and tank, and in flight, the low pressure in the avionics bay was sucking the fluid back up ro the vented cap. Problem solved with a few PMS zip ties to straighten the run to the tank. My factory installation did not leave much at all in the way of service loops in the lines; some were nearly taut. That tension can help pull stuff loose. good luck. -dan

I don’t think there should be fluid getting inside the wing. It is pretty straightforward to look at the supply tubes nd proportioning valve to find any leak. A leak won’t get better, and if a connection parts, the system won’t pressurize. -dan

Well-regarded shop, though I have no experience with them https://www.coleaviation.com At AAF: https://centricaviation.com/apalachicola-florida/ does a fair bit of work on my Acclaim. Jim is square biz. -dan

@Jetpilot86 have you confirmed that your LHS is correctly 0’d? On my TN, the sensor is mounted inboard of the step, and it is 18” off the ground there. “1 foot, 1 foot, 1 foot” with a stall warning, idle power, full nose up trim rolled in, and almost full-back stick usually leads to greasers, short rollouts, and further inflation of my considerable ego. Two out of three ain’t bad. Ive never measured it, but is seems to me that bleeding off energy holding the plane, then the nose, off is as or more effective than jumping on the brakes > 50 KIAS. Bounces, on the other hand, are a splendid way to consum8ng landing distance. -dan

Best be careful in the desert southwest, @N201MKTurbo The FAA in August 2023 issued an Airworthiness Directive, a regulation designed to fix an issue with a plane, that "was prompted by a report indicating that use of engine anti-ice (EAI) in dry air for more than five minutes during certain environmental and operational conditions can cause overheating of the engine inlet inner barrel beyond the material design limit, resulting in failure of the engine inlet inner barrel and severe engine inlet cowl damage." https://www.cbsnews.com/news/boeing-safety-waiver-737-max-7-withdraws-request/ 5 minute intervals of engine deice use seems reasonable and workable to me. Boeing is a troubled company. -dan

Challenge Accepted! Alt Static: Open. Well, maybe not in the Acclaim. What do I win :-) -dan

Or, always popular on the old Mooney mailing list, get a hangar wench. -dan

Only the 252 and Encore, not the 231. That 14V system was working pretty hard on mine. It’s probably better, now, with advanced avionics and LED lights. -dan

Yes, those are the only FIKI-Eligible models. Among other things, a 28V electric system is a requirement. Dunno if the late “J” models wer 14 or 24, but AFAIK, they are ineligible for FIKI. -dan edit…. 28V 252’s are eligible for FIKI, but that plane would have a very low useful load.

The only FIKI-eligible Mooneys are Encore (M20K Mid body Continental TSIO 360 175KTS, 12GPH, 75G fuel) Bravo (M20M Long body, Lycoming TIO 540, 190 KTS, 20ish GPH, 89G fuel) Ovation (M20R Long body, Continental IO 550, 175 KTS, 13ish GPH, 89G fuel) Acclaim (M20TN Long body, Continental TSIO 550, 210 KTS, 16-17GPH, 100G fuel) All are solid choices. I own an Acclaim and think a FIKI Encore is the best plane Mooney ever made. -dan

Interesting. I will have to try this. Thanks -dan

The R/STOL 340 I did a prebuy on December a year ago has a modern-ish panel: G500, EIS MVP monitors, GTN 750’S and a recent STEC. IMHO, it fell well short of the G1000/GFC700 in the acclaim with respect to integration and logical workflow. Maybe I would get comfortable with it over time. Obsolescence of the G1000 way far down on the list of things that keep me up at night. -dan

I doubt there are many G1000 installations out there without WAAS today. For some owners, WAAS doesn’t meaningfully improve utility. I’d focus on the right plane for the mission first and then on the particular avionics. YMMV. -dan