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I think you made the right choice for you. Enjoy the mooney!

Yes. Still learning. But I have to say it is very very intuitive. And people on this forum have some neat tricks to share. It is much better than just read the manual. The manual says nothing about real life scenarios. All Garmin manuals are like : " If you want to put frequency 123 press 123. " Ok. I don't need to explain that.

Good for you! I had a MX-170B in the panel when my KX-170B decided to shred its plastic tuning mechanism for the 3rd time. The MX replacement was able to broadcast and receive fine. The Nav signals were just as good as the original King if not slightly better. In the 15 years I owned it, it went back twice for service. Once for losing memory due to a failed internal battery and another time for the display flickering. They are prone to issues with the original rack. So, if your problems are not with the radio you are replacing, you may still issues even with the replacement radio. For the price you can't beat them. Their service was fine and reasonable. Let us know how it works out. Sent from my iPad using Tapatalk

And probably close behind the Citation on legs <350 NM....

first i want to say this . it really is not about the time you fly. it is only about the fact that you can fly. You are happier because you own an airplane . you walk with a different walk because you know you can soar with the eagles in your own plane. in retrospect the times you are faced with a major repair or the plane is in the shop for months and you are trying to get it sorted out . these will become great pleasures to you, because you have overcome them . Only the few , owners, can relate , we are a special breed, we are above the groundlings, because we have decided to undertake this. Not because it is easy ,but because it is hard ( some Kennedy speech) . An hour flying your own plane , what can compare to that....grilling on saturday ?... yes we do that too, while we talk about airplanes! owning an aircraft complete us (some movie) actual hours really doesn't matter carl

Sad fact.... Based on all the fixed costs associated with aircraft ownership, I'm not sure I could fly enough hours to bring those costs into the category of "reasonable". 100 hours/year is what I base my calculations on, but I rarely fly that much. To make matters worse, I have two airplanes. This is a depressing subject for me. Happily, my wife has a horse, so that's like "Carte Blanche" for extravagance....

New Jersey shore last couple of days looks like West Coast. Refreshed interior coming together pretty nicely. Not perfect but for the money I have spent and my labor it has to be good enough for while. New EI CGR30P and GTN750 with GDL88 and StreamFlight 210 brings the bird to the 21st century. And I still managed to log 30 hours of flying last 30 days.

Glad you like it, Bob. I'm still straddling the fence about what to install, and if. Whatever you do, don't let the smoke out! That destroys modern electronics.

There's a very special place in PES for those sacreligious ungodly types. Purgatory Extended Stay!

Never! Blasphemy!! Sent from my iPad using Tapatalk

or something wrong with (lord forbid) the Garmin

Technical distinction, but you can actually fly an ILS or LPV even if you have not updated your data, provided you are able to, and do actually, verify that there have been no changes to the plate and that the version you have is the current version. Its been so long since I tried that, that I don't remember where to get the info on what the current plate is, but there is a list, probably on the FAA website, and it will state what plate amendment is the current one. Much better just to change the data every 28 days and not have to worry about it.

Save a few bucks from investing in those multiple GPS's, paint jobs, interiors, and other panel gizmos for solid, continual and professional flight training, my friends. Sad & RIP. http://www.cnn.com/videos/us/2015/05/08/nr-4-dead-in-plane-crash-on-highway.cnn

Most likely the Commander 112 is what you saw. They use the same engines as our mid and short body Mooneys and aren't good performers. The very first 112 was 180 hp carbureted like a C and a real sloth getting into the air. Later Rockwell went to the big bore engines and the plane became much more acceptable performance wise. The turbo 114 is well liked by those that have them. It's a plane that trades speed for comfort and some people prefer that. They also look really cool and absolutely have a commanding presence on the ramp.

As I pointed out "I know there are many who would disagree" and I would love to have an accurate fuel measuring display but at this time I do not so I do what works best for me. Checking my caps is part of my CIGAR as they are easily seen from cockpit and I have calculated my fuel burn to be within a couple of tenths of a gallon on an over 3 hour leg (repeated many times). your comment about leaks or other factors only supports my approach even more. if I know that I still have an hours fuel in tank 1 and there ends up being a problem with tank 2 that causes a loss of power...well... I still have an hour to get down safely if tank 1 is dry end of flight. I just cant see the fault in this reasoning but it is good to have these discussions because I always learn from them. I have also determined what each of my gauges in the old Garwin Cluster is showing but I don't trust it to be accurate so I use the stick the burn and the time and never push my legs.

Tommy, I had one of these in my previous J (N1160N). Believe it or not It was for an "Air Fone" (satellite phone) - in a Mooney 201! The CB was connected to a 12 - 24 volt converter in the avionics bay. This converter was still in the plane but the "Air Fone" equipment had been removed. On my way back from Oshkosh in 2012 I was in the clouds at 8,000' and hit a bump. I heard a chirp in my headset and smelled a puff of smoke - yikes! I waited a few seconds, then a few more and a few more. Everything seemed OK so I cautiously continued to my next stop. On descent to my fuel stop I hit another bump and got another chirp and puff of smoke. I told the controller I wasn't declaring an emergency but I needed lower NOW - which he gave me and put me in VMC 2 miles from my destination. I began troubleshooting as soon as I landed. What I found was the "Fone" CB popped and if I turned the avionics master on with "Fone" CB in it would pop. So I figured out what it went to and disconnected the cable from the converter in the avionics bay and left the CB pulled for the remainder of the flight home. I didn't have any more problems after that. Let us know if you have the same thing in your avionics bay and if disconnecting it fixes your static issue. Dave

It could be a remnant of an old headphone/speaker amplifier system. If you still have the KMA20 audio panel that CB may be connected to an intercom, or what was an intercom. Attached is a partial schematic for the KX175B from the installation manual. There is often a lot of orphaned wiring in our older planes. KX175 Schematic Snip.pdf

This is incorrect. You can fly full precision approaches, ILS or LPV, all day long with expired NAV data. Not legal IFR of course, but VFR only. The box doesn't know it contains old data until it's updated. What it will do is it will downgrade the approach from an LPV to a non-precision (LNAV) if it determines it doesn't have enough satellites for the precision approach. After six months of expiration the approach plates only are not available. But the NAV data, even old, is available and usable VFR only. Keep in mind the approach plates are nothing more than a pictorial representation of the approach. They don't drive the approach. What drives the approach are the waypoints in the NAV data no matter its age, which is in the box. It's up to the pilot to determine the status of his data. As for the op not seeing GS on an ILS it has nothing to do with the NAV data. If he is in VLOC and verifying localizer it's probably something with GS signal and/or not being in position to capture it. If these are not the problem it's probably something with the HSI.

Simple dollar per dollar the cheapest to fly in its category. Fastest still in production, but to be honest not the over all fastest. Still very fast and affordable.

Wouldn't the "M" be for Magnetic and the " T" for Track? As far as Compass interference has anyone considered Mooney Service Instruction M20-95 to correct the problem instead of masking it? I'll take a Vert. Card over the whiskey compass any day, especially in IMC and bumps

Gotta love the pistol grip throttle. At least the landing light switch is convenient. Mine is a big rocker up by the gear switch. At least it's easy to leave on now that I've gone LED.

There have been a bunch of good suggestions. I would try to find an LPV approach and see what that does. It will prove the HSI hardware is working. Alternatively, if you can switch between Nav 1 and 2, I would try the second Nav. As for the 650, on an ILS there is a specific capture zone for the conversion to the VLOC mode. Considering you are getting the signal for the localizer and can see the VLOC, that shouldn't be the issue. Sent from my iPad using Tapatalk

The only thing that comes to mind is you may be displaying the GPS data and not the "NAV" data. Without looking at the buttons, I think it is the CDI button that selects the source. You may also want to play with the GTN 650 simulator. It's a good way to figure out how it works.

Off course I do, every time I take off! So the math is conservatively 20% of full throttle assuming linear curve flow, ergo it should run out in about 3 min or so at idle, just a WAG off course. Cheers

Is your nav data up to date?

I believe as an A&P I can do weld repairs on exhaust systems as long as I have approved data. The only data on the drawings indicates that it is 304 SS. Welding is covered quite extensively in AC 43.13-1B and that would constitute approved methods. I supervised someone who is a real artist with a TIG torch. I believe I'm allowed to do that. This welder builds exhaust systems for experimental aircraft in his spare time. I replaced a melted section of the crossover pipe near the turbo collector. The hardest thing was finding someone who could form the slip joint on the 304 SS. I found a shop who built custom exhaust systems for race cars and hot rods. They do everything in SS so they had a powerful hydraulic expander. They charged me $10 for making the slip joint. All together the repair to the exhaust system cost me just over $100.00 and about 8 hours of my time. And the system fits better now then from the factory.

Ok. What it finally came down to is, "nice to have" and, "need to have." The MAC 1700's were sent off to the avionics shop and only one was serviceable. Or at least worth servicing. After consideration, the 430W seems like a lot of money for a used piece of equipment. As much as I would like to be able to shoot GPS approaches, the reality is, it is not really necessary right now. The GNC255A is really attractive, but it's $3800+$3000 installation. $6800 for only one nav/comm. As I said earlier, a loan was not out of the realm of possibilities, but the longer I looked at it, the less palatable it became. What I really need is a NAV/COMM to do ILS stuff and VOR approaches. Any nav/comm other than a KX170(5)b would require major rewiring of the plane. Enter something I have not heard of before. The MX170C. After seeing this radio on Spruce, I called the manufacturer and had a long talk with Vic. Turns out there are thousands out there flying and what seem to be few problems. It is a direct, slip-in replacement for the 170b, but a brand-new unit with a warranty. They are not fancy. But good Tx power and seeming good reliability. I am aware of the fact they are only serviced at the manufacturer. The history of the manufacturer is another story, and not a bad one. They seem to sell fast on eBay for almost the retail price of $2600. I don't need a IFR WGPS right now and I don't need ADS-b at the moment. I need good, solid nav/comms. I ordered two of them. $2400ea no tax or shipping. I'll slip them in when they get here and let you all know the result! I just couldn't bring myself to take a loan for what amounts to basically a toy. Hopefully these radios will bring years of good service. I learned some very interesting stuff about ADS-b. I will fill you in later! Cheers!

I have not had a third party conformation of this, yet. Just had an amazing story told me. Here is the new M-22 Mustang, at it's maiden press release. The members of the press were assembled, the Mustang shined up and ready. The test pilot was at altitude. There were two Com's set up, one for the public, and one inside the hangar. The story goes like this, " I've reached FL20 and all is well" "Kerrville, we have a problem" Seems there was some kind of engine fire. The Pilot empty's the fire extinguisher. Get's the fire out. He then proceeds to deadstick the bird onto the short runway, and rolls it to the hangar doors on momentum alone. The legend is that the pilot got out of cockpit, waived at the crowd, and walked inside. Again, I don't have this verified. I asked my father and he does not remember it happening. I will ask and try to get it verified. DF

Dallas I continue to be amazed at and by Clearance he is always very helpful and knowledgable. I hope you get to meet him this year at Oshkosh. Way cool video, just got 3 knock off GoPros mounted in my Rocket but have zero experience in the cool editing and adding music that you all do. Going to have to get someone to educate me on how to do all that. Fly safe, by the way we are planing on a whirl wind CA trip in September. Fly the Golden Gate Bridge, Shelter Cove, Half Moon Bay finishing off with a couple days on Catilina Island then returning home. Expecting our 2 other Texas Wing Mooney & maybe one C to join us in addition to my good friend from Lincoln. By the way I met and had a great time at diner swapping stories with the guy that builds shocks for crazy off-road and airplanes that you also know a couple ago in SnF. He is good friends with my good friend out of Lincoln where he has his shop. Take care

I had some issues with mine. I took the system off, made a jig out of MDF. Ordered replacement tubing on line. Took it to my favorite TIG wizard and he cut out the bad part and replaced it. The system is made out of seamless 304 stainless.

Well Said Carl!!! It's an amazing freedom. -Matt

Rookie...typically a question like the one you posed initially (then followed by your statement that you want to own an aircraft) is interpreted as a "call to arms" that mobilizes this group to action...hopefully to educate you and help steer you in the right direction. If your goal is indeed aircraft ownership...whatever form that may take...a Mooney honestly cannot be beat, as others have stated. Although I've only been with this group a short time, I've been flying over 29 years. I grew up in an Air Force family, followed by a "Boeing" family, and can say without a doubt that I can't imagine life without flying or my aircraft. Saying it's an obsession is a gross understatement. It might help this group tailor any answers for you if you could provide some background about any flying you may have done prior, what drove you to aviation (family involved in flying?), number of hours & types of aircraft flown, etc. Are you pursuing a Private certificate, and if so, how's that going for you? Welcome to the group, and hope you stick around awhile...lots to be learned and exchanged here, so be honest and open and you'll discover a wealth of advice and counsel. Regards, Steven

Like most things Italian Ducati's are beautiful and they have done well on the world superbike circuit but since moving from 2 to 4 strokes I don't think a non 4 cylinder has ever one a championship in Moto GP (the epitome) of the sport. For those that have never seen it even if you have no interest watch a round of Moto GP the purest balance of art engineering athleticism and brute force you will ever see. we will now return you to your regularly scheduled program

What a waist of a fine bike. My first bike was a hopped up Yamaha RD350 and I kept it in my living room at my apartment cause I did not have a garage and did not want it stolen. For me and my small family just the 2 of us and my budget M20C fits, any thing bigger would be just a waist of fuel. Close to 150KTAS is not so bad either.

I'll snap a picture of my 916 I keep in my sunroom when I get home ;-) 1998, 1800 miles

'Acid' is only an acid when it is dissolved in solution. This allows the individual ions to disassociate and become corrosive. It's not the nitric acid that's the enemy here, its the water vapor (which enables the HNO3 to become corrosive). That's the whole point of a separator. It effectively DOES push out the 'bad stuff' (water vapor) while keeping the 'good stuff' (oil). The presence of HNO3 in the oil is a non-issue as long as water content is kept to a minimum.

My prop started drifting and I was getting tired of doing the hub ECI checks so I just had the whole thing overhauled, which had not been done for over 30 years. The prop came back like new, the hub is now full of red oil that if cracks develop will be noticeable at annual (no more ECI) and the governor was O/H'd and now it sits wherever I put it. With an old Mooney you want everything forward of the firewall robust. Shoot, I guess you want that with any airplane

it's nice that the plane was bought by someone who will actually fly it.

My pcu5000 works great and saves a few lbs also. It is also much smaller and gives a little more hand room to access the rear of the engine. You will have to change the 4 mounting studs to install it.

Min hadn't been looked at in 20 plus years when I went for overhaul. Took some parts to get it right again. Like mentioned, some parts can be hard to get if needed. One gov is a small price to pay for a good buy on a Mooney. I always figure 15% of what I pay for an airplane will go into it in the first 2 years getting it to where I want it mechanically. Even the cheap b$%^&*ds club has limitations. Low use doesn't necessarily mean "perfect condition".

the problem with the older governor is lack of parts if they need more then seals. It is defiantly worth having it opened up and looked at but if it needs flyweights you might as well just replace it with a PCU5000 Brian

If it is a Hartzell H1 it is probably leaking from the oil pump gasket. They will leak like crazy when they go bad. The seal is cheap and easy to change if you can get a prop shop to IRAN it.

Maurader, that was entertaining...now tell us about his exit out of the airplane in full detail. Did you have to help him out in any way?

Saving this thread for posterity. When my future offsprings ask for a definition of irony, I will send them here...