Leaderboard

To duplicate the screw holes I took a long sheet metal screw and cut the head off and sharpened it to a point. I twisted it in to a screw hole and then held the panel in place and lightly whacked the front of the panel with a soft hammer. This leaves a small mark in the back of the plastic. Drill the hole there from the back. After you have the first hole done, put a screw in it and do the next hole. After you have two holes you can do them all and they will line up perfect.

I don't go on MooneySpace very often, but want to thank you for the positive comments about Lake Aero Styling & Repair/LASAR. Paul and I are truly humbled! Tim, I'm sorry I missed you yesterday, but so glad you enjoyed my brownies, made with "mocha chips" from Kyle's wife, Shelley! Someone in a previous posting mentioned Mike......he left us for "greener pastures" ....all on good terms. God has to close one door to open another, and we feel so blessed that He brought Kyle Kennedy and his family into our lives and business. We are very excited about the future of LASAR with Kyle here. LASAR will be celebrating its 40th anniversary on Sunday, August 23. Hopefully I attached the information correctly to this post. We would love to see you all there! Thank you for all the support you have given us over the years! Shery Loewen

65 Mooney M20E 3593TT, 834 SMOH, 22 SPOH with new hub manual gear updated landing gear biscuit configuration wing leveler aircraft in good mechanical condition always hangered older radios KX170B KX170 edge lighting nice flying, good basic AC owned since 1991 asking 30K use email for more info : daveinllwa@gmail.com Please be patient

I was reluctant to spend the $ for the GDL88 (c6 AMU) install but decided to pull the trigger and am glad I did. I was worried the screen would be too small for weather and traffic but after two flights, the last having some weather it is WELL WORTH IT. I'll try to post some pictures next time up as I did not bring a camera on the last flight but with the 88, the 430 has two additional screens. One for traffic and a separate one for weather. The other nice feature is the textual metars on one of the airport screens. I was flying into Greensboro (GSO) and just flipped to the airport page and one or two more clicks and there was the latest METAR, easy to read. If your destination does not have one then you have to key in the identifier of the nearest airport but that is no big deal with CLYDE flying the ariplane. SO.If you're reluctant to get ADS-B with your 430W, don't be. You will like what if gives you. I did not OPT for the Bluetooth connection (Flightstream) (another 1 AMU) but did have it wired in so I can get it installed if needed in 30 mins. I'll get the pictures up here ASAP. but I am REALLY pleased I spent the $. BILL

Let's not forget those great moms out there today. Mine now 94 will be arriving soon for a day with the fam.

That doesn't sound right. Didn't think you could use old blades and end up with a Top Prop. Do you mean just a new suffix hub/overhaul for $6500 using the old blades? Oddly enough the plane is at KTTD and that is probably the same shop.

Bonal. Amazing I have a 93 yr old mil living with me...God bless u all....

The Garmin box looks for a frequency. When you put in an ILS, you're putting in just a frequency. The GS has nothing to do with a database. At that point, you tune in the localizer, it looks for a paired frequency for the glideslope. For the table, look in the FAR/AIM in TBL 1-1-4 in the AIM. Yes, this is an FAA publication but these frequencies don't change. Anyways, if it doesn't see it, it won't show the glideslope and will flag. Simple as that. Again, all you should do is add flaps to lower the nose so that your antenna can get the g/s signal. If you look at where these antennas are located at all airports, localizers are at the opposite side end of the runway. The glide slope antenna is on the approach end of the runway. So if you understand this, it will make sense why the localizer will come in but the glideslope signal will still be blocked by the wing. Again, this is common in low wing airplanes and something an instructor who has only flown a Cessna won't know about or have experience with.

I have also found to reinstall, a little super glue on your finger and nut will help start the bitch bolt.

Tilt is related to the IP's vertical nature. Some panels have various bends to accommodate different things including viewing angle. The M20 C is known for having a bend in the middle of it...expect the J to be 0°, but check to be sure... Best regards, -a-

It depends on the dilution of jet fuel into AVGAS. A 90% of jet fuel into AVGAS will have a quicker effect than a 10%. One way of differentiating Jet fuel from AVGAS is by the smell and evaporation rate on the ground. AVGAS evaporates pretty quick while jet fuel takes longer. While water does not evaporate. Best way to tell is by dropping the fuel drained on the ground and looking for residues. 100% AVGAS leaves no residues. José

http://mooneyspace.com/topic/14308-5-amp-micro-fuse-for-glareshield-lighting/?hl=fuse http://nationalfuse.com/north-american-electrical/micro-fuse/gmw-5/prod_1183.html FM01A is the mil spec number for the fuse. GMW-5 is the commercial number for the fuse. The two are identical in every respect except the number printed on the side.

In progress. Cut one big hole. Haven't trimmed yet. It almost fits without trimming. A bit snug. I have to push down on the top to make it stay inside the window area. Will take some odd the bottom like on the original. This plastic is thicker and higher quality than the original.

I don't know anything factual and haven't read any more than what's in this forum, but my first thought was a fuel situation as well. Hard to explain why a perfectly functioning airplane would all of a sudden have such an engine problem. I haven't read anything about where it was fueled, but most likely at Epps, because Atlantic and Signature AvGas prices are way too pricey. Also, Friday wasn't exceptionally hot by Atlanta standards at all. I went out for a fun flight yesterday with my old PPL instructor..she's a captain for XO Jets now and we hadn't flown in years. We talked about the accident a little bit during pre-flight, but once we got into departure mode the normal routine took care of itself, didn't give the accident another thought. Flew right over the site and it didn't even register. As always, we shake it off and move on.

The previous owner of my M20J passed away at EAA OSH. I ferried it back from KOSH direct to KFXE in 7hrs non-stop. The plane had long range tanks (100 gals). Quite a trip. I bought the plane from the widow two weeks later. José

Air space restrictions! Asking for and flying IFR approaches, in VFR, chances to learn. Its been 26 years since I was active,, I have an opportunity to sit on a ground school at my home drome! Ill make time for that.

Send some pictures and us members of the CB club will tackle this

Thanks for all you guys do Shery

I bought a new Mitchell but it broke 3 times so I sent it back. The first time something inside broke and It showed 50% more RPM. The second time it would needle bounce 500 rpm when running. The third time it lasted 20 hours, but read 15% off. I sent it back and got an SLI

The most important thing you will need is patience and a long list of expletives to get you through the process. Make sure kids and delicate ladies are not in the hangar when you start. A very thin, sharp awl is an essential tool when working with Mooney interior panels. No matter how much you read, no matter how many pieces of advice you are given, and no matter how many times you have done it, removal/replacement of the rear seat is a process developed in hell by the Marquise de Sade and magically changes each time it is done. Alternatively, R&R of the front seats is a skill that improves each time you do it and is accompanied by a warm sense of pride as you get better and better at it. It was suggested as a contest at Mooney Summits and Homecomings. The reigning champion is Don Maxwell. Lastly, Plane Plastics has some videos on working with panels, worth watching.

Thanks Mike, I already ordered the Mitchell with custom markings and my hours programmed - the Horizon is very nice but twice the cost, and I already have an engine analyzer installed as well. Thanks for the suggestion...

Sorry, you may be correct. I should have stuck to C and E.

You can get a large enough piece of clear plastic, cut out a hole in it for the door handle in an appropriate spot, tape it to the frame, and you can use a sharpie to mark it exactly where you want to cut it. Now you have a template. Cut slightly larger and do a final trim on a reality check fit.

benign prostate hypertrophy .

And the nice thing about bladders is that if they start to leak you can add cialis to the fuel because the ad says it controls BPH!

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.

Rookie, As others have stated, a Mooney (particularly the "J" or "201") is the most efficient 4 place production aircraft flying. Also, as others have stated, not just in aviation but in all things, you have to know your objective before you can devise a plan. 1. If your objective is to get the three of you a reasonable distance as efficiently as possible in a reasonable amount of time, I'd recomment the "J". 150 knots cruise, 17 NM/gallon, pretty easy to find one with a useful load of 950 lbs or so which with your weights and 120 pounds of bags will allow you to fly for about 4.5 hours and 650 to 700 NM and still land with over an hour of fuel on board. My wife and I prefer to keep our flights to about 3 hours or less. 2. If you want more speed, have enough money, don't care about being the most efficient, and don't mind sucking oxygen from a hose; consider a "K" aka "252" or one of the newer models. At higher altitudes you will get closer to 200 knot speeds. Also lets you get above a lot of the weather. It would also come in handy in Colorado. 3. If you want the speed, have more money, and don't want to suck oxygen, get something like a Cessna P210. 4. If you have even more money, are willing to get all the training, you could get a Cessna 340A. 5. Even more money, a turboprop or small business jet... 6. Even more money.... Best of luck, Bob

Looks like the shop had it laying around. Apparently the reason why I had no CHT indication was due to a missing CHT probe.

Easiest solution, take less fuel and luggage! Definitely not 182RG - not much of an upgrade. Bonaza, Lance, Saratoga, RV-10, and all twins all too expensive. The best fit I can think of is Cessna 210N. But to be honest, if you need full tank to get to your destination, probably easier and cheaper to fly commercial. Save your Mooney for short family trip.

Your girls are "above average". C182s are nice, but a C130 would be good for you...fuel burn is probably a little higher! Make sure they're strapped down!!!

I have never flown in or sat in a RV10 but I also want one. They are just so expensive to purchase.

In the POH there are some power tables. I also believe that there is a course book somewhere in this www side that gives you the power settings for the O360