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Yes, that's the right way to do it.

Corrected for actual landing weight? With 1/4 fuel and no passengers or luggage, my Vs0 is 10 mph lower than book. Actual Vs0 = Vs0(max landing weight) * sqrt(Actual Weight/Max Landing Weight)

My CFI has a fancy monitor and used it a couple times in my airplane. It's always read zero and being in FL, even with door open.

Have you tried flying around talking to ATC on the handheld? And if the 650 dues, how will you navigate and shoot and shoot an approach if IMC?One radio is fine for a VFR only machine but not for IFR.

I’ve landed in pretty strong cross winds with no flaps, takeoff flaps and full flaps. They all work, but I like full flaps since it makes it just like any other landing. If gusty and the airspeed is bouncing around I just try to keep the lowest indications at 1.3Vso.

Spooky…. I’m working on the same plane (model and year), same situation, been sitting for awhile, and have the same name [emoji15] Mine does not have any ducting. It’s open to the air under the cowling and would be sucked out the cowl flaps.

Bull's eye! I'm one of those g IFR flyers, with just a few months of IFR rating... :-) Thank you for advice!

The reason that I haven't remote mounted mine is that I want to see the status lights for SXM, ADS-B, power, GPS, bluetooth. I also want to be able to reset or pair it if necessary also.

With you there! That's why I got GFC500... And even then I did weigh $$ vs benefit. Benefit is tremendous, and I'm glad I did it. There's no comparison to how I flew w/ my old S-Tec 40 and now. On the other hand - radio or GPS failure in my mind leads to immediate need of getting out of IMC as quickly as possible, and having ability to talk to tower or CTAF to land. Having secondary COM/GPS is very convenient in THAT EVENT, but does not really provide as high a guarantee as dual magnetos do for continued flight, for instance. Electrical failure risk remains, and it feels to me (perhaps incorrectly) it is likelier scenario than failures as seemingly narrow as radio/GPS (b/c alternator is mech device I guess?)... If I could have purely emergency cover for both that is also inexpensive - I would just continue enjoying failure free so far flying w/o large expense. Hence my hesitation. It is obvious, however, that options eval does continue in my mind! ;-) Itching to spend =)

If temps have come down break in is complete, cam guard to my best understanding is both, an anti scuffing agent and an anti corrosion agent, if you fly at least once a week you do not need the anti corrosion agent, gut feel I would give it one oil regular change interval, typically 25 or 50h depending on engine, before adding the camguard, others will chime in that know more

You can provide much more helpful information by downloading the EDM data and uploading it to a free account on SavvyAviation.com. If still flying it then to get really helpful data, update your engine monitor data sampling rate from the default of every 6 sec to its fastest rate of 1-2 sec and then perform a slow gami sweep, slowly leaning at low power from ROP to LOP and then perform a LOP Mag inflight mag check isolating each mag for a full 30 sec. This will identify which cylinders/plugs/wires and/or possibly point to a mag issue. If you want some help with the mag test and go all to provide some great diagnostic data review and follow our Savvy Test Flight procedures (it include some info on updating the data sample rate): Savvy-Flight-Test-Profile-Expanded.pdf

nice, hope fiberglass glare shield does not have any more electromagnetic resistance than this cover, will fire up the GDL51 under the glareshield this week and time the download

Topic was supposed to be Camguard. Stupid computer changed that without asking permission!!!

Hello Mooney People, New top overhaul has gone well and have now, after about 18 hours , gone back to AD oil instead of straight mineral oil. My question is..... When can I go back to adding Camguard to the oil. If the new cylinders will still break in a little , the Camguard would??? prevent that? Thanks Everyone! Alan

I don't have a Remote GDL-52, but just the standard one. It has never given any problems, but just to keep the Texas heat from frying it I added this to the top of it: https://www.ebay.com/itm/326775852249. The built in antenna has worked fine but even if I do end up mounting it remotely, the remote SXM antenna (https://www.aircraftspruce.com/catalog/avpages/garmin_11-17587.php) is not crazy expensive like the GXM40 & 42 were.

I'm interested in a Garmin IFR database card. Are they orange label?

Hmm, I don't think it's 'wishful' thinking whatsoever. Mine reads zero nearly all of the time. Exception is 10-15 during runup, sometimes. Or, if I have the door open on hot days when taxiing. As you can see from this thread I am NOT the only one. Frankly, if YOU are seeing 20 ppm in your plane, you should investigate why.

The following avionics are for sale following the upgrade of my M20R. Please contact me for questions or pricing. Brand Item Model Part Number JPI Engine Monitor EDM 700 EDM 700 Jeppesen Skybound G2 CUG10561 CUG10561 Garmin IFRW Data Cards for 530W/430W 010-10546-20 010-10546-20 Parker Vacuum Regulator 2H3-39 2H3-39 Bendix/King Autopilot KFC225 065-00183-0301 Bendix/King Encoding altimeter KEA130A 066-03064-0005 Bendix/King HSI KI 525A 066-3046-07 Bendix/King Attitude Indicator KI 256 060-007-00 Mid-Continent DC-AC Invertor MD26-28 MD26-28 Mid-Continent Turn Coordinator 1394T100-3Z 1394T100-3Z General Design Attitude Indicator 4300-312 4300-312 Davtron Chronometer M800 M800 Mid-Continent Vertical speed indicator 7000 7000 Aero Safe Guardian I - Aux vacuum pump 820904-2 820904-2 Bendix/King Directional gyro KG 102A 060-0016-00 Electronics International Digital engine RPM gauge R-1-6 R-1-6-W30G220R270 Whelen Red Beacon 9003319 01-0790033-19 Mooney Fuel senders - outboard 610242-5 7740-400, 0103 Mooney Fuel senders - outboard 610242-5 7740-400, 0103 Bendix/King Magnetic Azimuth Transmitter KMT 112 071-1052-00 Bendix/King Primary Servo KS 271C 065-00179-0100 Bendix/King Pitch Servo KS 270C 065-00178-2500 Bendix/King Trim Servo KS 272C 065-00180-1400 Bendix/King Servo Mount KM 275 065-0030-00 Bendix/King Servo Mount KM 277 065-0041-00 Bendix/King Servo Mount KM 275 065-0030-00 Moritz Cluster Gauge, Digital, M20R 32D A0270 rev J Moritz Cluster Gauge, Analog, M20R 6P A0260 rev J Bendix/King Avionics Cooling Kit KA 33 071-4037-01 Mid-Continent/Sigmatek Airspeed Indicator EA5175 EA5175-8PTL-MON Whelen Strobe box EA5175 01-0770329-01/A490A Whelen Strobe box HDACF 01-0770028-05 rev U International Avionics Fuel Processor 9500563003 9500563003 International Avionics Fuel Processor 9500563003 9500563003 Tempest Engine driven vacuum pump AA3216CW AA3216CW Honeywell Slaving accessory KA 51B 071-1242-06 Transelectric Transformer SM2412-5 573-243-5186 Ametek Pressure Transducer KA21-014-100G KA21-014-100G

I know a guy who did that! He tool a socket and notched it to fit the selector, then used a 45 socket adapter and 6" extension and ratchet and made it so he wouldn't have to bend forward. I may make something a bit simpler out of PVC as you suggested. Thanks!

Friends: I apologize for my stupid Question about Canada NAV fees. The invoice from Canada NAV took me by surprise when I was catching up on old bills and I was in a grouchy mood. The Canada NAV customer service was closed for the day, so I ran like a little baby to Mooney Space to ask what I now know was a stupid question. Also I don't like the idea of User Fees for flying, so that was a contributing factor to my panic. Also I got bad info on the internet and I was under the false impression that once I go to Canada, I owe quarterly User Fees as long as I own my airplane. Anyhow, the info was readily available online and I spoke to Canada NAV customer service and paid my bill and asked how the fees work. They are not really that bad and I will continue flying to Canada. I love the flight from Caldwell, NJ to Billy Bishop City Island Toronto Airport. Again, I apologize for what was a stupid question. Everybody have a great day and enjoy your flying. Respectfully - RonM

On many Continentals there's a plug near the front of the engine that covers a timing mark on the crank. On Lycomings the flywheel has timing marks that can be sighted for accurate timing.

I believe all GI275s have the ability to revert to VFR GPS (someone correct me if not, but I don't think it's a model or installation issue). So with the current DB, you have something to help you if your 430 dies. Also, without a current DB, that every time you start up you're going to get a little nagging Message/Error symbol. That's enough of a pain for some people to get the OnePak that includes the 275.

The joys of a brand new muffler . . . . Guess I should check it on the ground and in the climb.

I see the same thing. Taxi/runup with the door open and depending on the direction of wind or other aircraft in the runup area it will get in the 30-50 range. Once the door is closed it drops down. I see single digits often in the climb but once in cruise it is 0.

Mooneys land just fine with full flaps in a gusting crosswind. Add a few knots for the gusts just like in big planes. On a long runway, partial flaps is fine but I’ve got less than 2,000 feet usable so not many other options.