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Thanks guys for the info. Made a deal on it and will be picking it up on the trailer on the way back from oregon. jerry P

I have an S-TEC30in my M20-S, which is, um, better than nothing, I guess, but needs far too much babysitting, This new box sure is tempting..I may have to call my favorite Avionics guy.

Little one insists on DCs now because they are sooooo comfy. I never thought so - they always pinched my head. I got some Zulu 3s two years ago and they are the bees knees. They even come in handy during a long (road) trip to make everything silent and I can wear them for 4 or 5 hours comfortably.

I'll check re the battery, thanks! And yeah, I think it was several starts with very little charging. I'll note my boss runs 100LL in his '69 Charger. I've never had any fuel loss before, and I now strongly suspect something happened with all of the mucking about with the servo, pump, etc. that's been done, under less than optimum working conditions, over the past several weeks. It's grounded at CMA (my call) until after everything is 100%, which at this point (I confirmed today, we're going ahead with it) will include a full annual inspection and all the ADs, no matter how "early." EDIT: Battery changed 10/7/2017.

My PO was submitted this morning, hopefully that makes it two or less!

It's a tough call when the plane is fairly new to you. You may still be assessing the type of flying you will be doing and whether the plane is a long time solution for you. In my case, the major avionics upgrade came after 22 years of ownership. I agree with Browncbr1, going with the most capability you anticipate you'll need eliminates the cost with step upgrades. I remember sitting in the avionics shops discussing the GTN and the fact my 20+ year old CDIs wouldn't work with it. Started looking at the GI-106, then the G500, then the Aspens. Once you understand the capabilities, you can make the decision what will work for you. Just keep an open mind about your future needs, you may want to move something up. Making the decision of going glass, GTN, etc. was the right call for me. I can't tell you how much of a step up it was going from VORs & CDIs to GTN GPS and Aspens with an HSI. I hear about the iPad app capabilities (I fly with one), but unless you are flying behind this glass, you'll never know there is a big upgrade from these apps.

Thank you, no need to bank heist. But If we can get 3 more committed purchase orders, a STC slot will be allocated. We hope to fill the October slot and a finish in early 2019

An old thread, but I found it when I was searching. I ended up buying these: https://smile.amazon.com/gp/product/B004H96T7I/ref=oh_aui_detailpage_o04_s00?ie=UTF8&psc=1 They actually work really well. I was extremely surprised. I have crimped only about 18 pins so far, but I haven't had a single failure. I assumed I was just going to be out $40, but they work as well as the little blue crimpers I used when I was in the marines. better actually considering I don't have to keep up with a buch of positioners etc. I will add, I'm crimping high density D-sub connector pins. I haven't tried it on non-high density pins.

@Skates97 For several years I tried to figure out a cheap route. For a while I thought I would get a 300xl, etc. then 430, then 430w... finally, I realized that all of those options were not really adding enough capability/$... finally decided on spending a few grand more and got gtn and G5’s. Man, I’m so glad I did. I’m so much more happy, and I think the plane holds more value if I neede to sell it if I ever go to a twin. I really recommend, whatever gps you get, get a G5 or aspen or similar to get the most out of your gps. If you’re able, it’s better to do it all at once. When I spent the money to do all of it, I looked at it as a choice between buying a nice used car or panel upgrade. I said, ok, no problem to keep driving my Lincoln another 10 years if I can be happy flying. Who cares about driving anyway. Isn’t that why we have planes, so we don’t have to drive!?!??

Do it! Please...

Make sure they use the correct materials. Most boat shops would use polyester resin which would be a disaster.

Only a preacher with their own fuel farm could fly one of those!

Yeah I had one of those in 4BE and may start keeping one in the plane as a backup (the EDM-700, soon to be a -730, has a volt meter, but again, it's in Marana). Along with a handheld, PTT switch, headset adapter, external antenna hookup, flare gun, parachute, a .45 automatic, (2) boxes of ammunition, four days' concentrated emergency rations, antibiotics, morphine, vitamin pills, pep pills, sleeping pills, tranquilizer pills, a miniature combination Russian phrase book and Bible, $100 in rubles, $100 in gold, 9 packs of chewing gum, prophylactics, lipsticks, and nylon stockings... Sent from my iPhone using Tapatalk

Devils Advocate here.. Anyone know if you have a Garmin G5 and IFD 440/540 if the Navigator will work with the GFC500?

It’s slow! But it’s slow! this looks like fun! https://www.cntraveler.com/story/the-worlds-largest-aircraft-will-have-luxurious-bedrooms-and-glass-floors?mbid=social_facebook

Well looks like the up limit switch is the source of the issue. Got it up on jacks to play around with it. Gear wouldn’t go up at first. The ground wire on the switch was a little loose. Tightened it, sprayed the switch with contact cleaner and actuated the switch a few times by hand. Raised the gear switch and the gear went up. The down limit switch is the new style but the up is original. We’ll plan on replacing it when next week when I get to Troutdale. Thanks for everyone’s help and info. Sent from my iPhone using Tapatalk

That approach didn't look all that bad to me, unless those trees are bigger than they look.

This is really only relevant in IMC conditions since we don't need an attitude indicator in VMC conditions. Would you really want to use an ipad app for attitude IMC? Although I can understand as a last resort in an emergency, I certainly would not want that to be my planned backup/outcome. Not with lots of certified panel options to choose from.

Plus a little sweat, and a few drops of blood[emoji23] Sent from my E6810 using Tapatalk

Yeah. What Bob said. How long do I have to plan my bank heist?

Just bring your plane to Texas... :-)

Some light humor with the technical discussion... Learning to use them may require removing the foamy mike cover first... The mike is incredibly direction dependent, intentionally... keeps the cabin noise out, like magic. Breaking it into three steps... 10 seconds... cover off... 10 seconds Visually inspect, rotate mike, place near lips... self explanatory... you can see it! 10 seconds... cover back on... Or skip all that and rotate the mike 90° or until you find the spot that works... feeling the mike under the foam can give you an understanding where the hot spot is.... If not impressed with the halos... fly IFR... You will clearly hear all your calls on the radio... that is what impressed me. if you aren’t hearing your calls, it may not be a hearing issue... Best regards, -a-

Possibly troutdale. Alternatively you could probably bring it to any boat shop and they could do the composite / body work prior to paint and / or redo the gelcoat on the fiber. In fact a boat shop might do a better job than average A&P.

While you're in there hit that tube with some scotch brite and apply some zinc primer

Thanks, Marauder. I asked my Avionics shop to check into having Aspen send me replacements if I commit to a MAX upgrade as soon as they are out. Crossing my fingers. ;-)

That would be my question Barry. Where are you marketing this offer? Pilots of America? AOPA forum? I am a member of the the Mooney Owner group on Facebook. We also have a Mooney group on Yahoo. I will cut and paste your information on this Yahoo group’s email node. Sent from my iPhone using Tapatalk Pro

Learn to use them... it might take another 30 sec.

Don't worry about it. You have to hang around aviation (or Mooneyspace) for a long time to pick up on all the jargon; and even then you will get stumped every once in a while.

Would have to agree, I am finally in the cool kid crowd. What sux, is I have a powered Lemo connector in my plane for the A20s so the batteries never were an issue. It was the clamping force for more than an hour that bothered me. At least my wife cannot try them on - as I have the custom ear molds, otherwise she would take them over.

I have used Bose A20 for 4 years, then got the Halos with some custom molds. The Bose are in their carrier for passenger use now. Nice not having to worry about batteries; the headset is light; excellent sound quality. I also don't get ringing in my ears for hours like the Bose did to me. I am fully converted to Halo, although the customs molds were needed to get me there. None of the regular tips worked for my weird ear holes. iain

OK. I changed my post to a green font...

Looks really nice but I suspect it won't be STC'd to back up glass (Aspen or otherwise). The 30min battery life seems a tad short also. This little unit by them also seems nice though: https://aerovonics.com/av-20-1

I guess I don't understand the rationale of faulting someone who is flying behind a fully functional panel that meets his needs. Is a G500 better? You bet. But it's not like airplanes are fallling out of the sky without them. If Ken and Jerry each send me a check for $5000, I will go right out and swap my old GPS-155 for an Avidyne IFD-440. I will even buy the indicator and do the installation myself. But even if they don't send me money, I won't fault their decisions to equip their airplanes the way they want.

Back in college I was careful to park my VW facing downhill because the battery (probably a Gill) was perfectly fine except for starting...

Ditto. I might add, also, a "trick" I picked up from a friend: Get ATIS before every flight using the handheld. Saves the ship's battery or some engine run-time, and it's an easy way to be sure the batteries in the handheld are good for when you really need them.

Came here to say this. In my experience with a Yaesu 550, the tower could only hear me from the runway (though I could hear tower / TRACON / etc way out). Hooking up to an external antenna increased the transmission range dramatically. I like the Yaesu, it comes with a headset adapter. I also had a RAM mount to suction cup it to the window (could fly a VOR or localizer with it, in a pinch), and a PTT switch I could velcro to the yoke. https://flying-geek.blogspot.com/2017/07/mooney.html

Search around here for chicken strip... you won’t be the first person to discuss it... The search function is a pretty helpful device. So... the answer Then is yes it can handle it... the pilot needs to be up to speed with the plane... it takes time and practice to become one with the machine... Then look at the cost of maintaining a prop that has a dent in it from stones... the TV YouTube threads are not usually the way to go to get the whole story... props are expensive. Even for Cessnas with skulls on the side... Not bad if advertising pays the bills... Also look up the black rock event... preparations for burning man and clean-up afterwards isn’t something to ignore... call me old. My Mooney is used for traveling. I can’t afford a second one... Best regards, -a-

With the next uodate, GTN750 is supposed to do (almost) the same VNAV stuff as the G1000 without locking you into the G1000 system. When I was looking at Ovations I decided against G1000 and went for a G500 with GTN 750/650. I have been very happy with this decision. While I do have a FIKI Ovation and hope to keep it as my “forever” plane, if you’re really thinking about dealing with ice a normally aspirated single is not a good choice. From Garmin: GTN 650/750 descent vertical navigation To assist in descent planning and energy management, pilots can take advantage of VNAV profiles throughout the enroute and terminal phases of flight within the GTN 650/750 touchscreen navigators when they’re paired with the G500 TXi/G600 TXi, G500/G600 or G5. Within the GTN, pilots can easily enter altitude constraints on the flight plan page to set-up a vertical descent profile. Pilots also experience a near-seamless transition from VNAV to an arrival and instrument approach. Once an arrival or approach is loaded and activated, the GTN automatically populates step-down altitudes or any applicable altitude restrictions. If ATC issues an unpublished altitude restriction, pilots can enter those altitudes manually into the active flight plan under the VNAV field. As part of the VNAV profile, top of descent (TOD) and bottom of descent (BOD) values are also calculated and displayed on the moving map. As the aircraft arrives at TOD, the GTN displays a visual annunciation prompting the pilot to begin the descent. When paired with a display such as a G500 TXi/G600 TXi, G500/G600 or G5, a vertical deviation indication (VDI) also populates on the display to provide vertical guidance for the descent. Additionally, when the GTN 650/750 series is paired with the GFC 600 or GFC 500 autopilot, pilots can select the VNAV button on the mode controller to fly a fully-coupled VNAV profile.

Delta just signed a training agreement with Auburn University. http://ocm.auburn.edu/newsroom/news_articles/2018/07/171548-delta-propels-partnership.php

this beauty is for sale.. 12.6gph 179 kts TAS 8K

Welcome aboard this is a good place to learn. You will get a lot of folks downgrading the plane and that may very well be warranted. The plane is a 65 C model. The registration N5800Q is currently expired and canceled since June of 2017. So this is one hurdle to overcome when selling or moving the plane. https://registry.faa.gov/aircraftinquiry/NNum_Inquiry.aspx FAA we site for registration. You say it has sat for a while How long? Has it been on the ramp outside or in a hangar? Do yo have the log books? How much is it worth that will depend largely on who you talk to but don't expect too much from it. It may not be worth much more that it's scrap metal value. Provide more photos of the inside would be of assistance. You say you inherited it from who? Was it your father, uncle ?? You might want to get a licensed FAA mechanic, Air frame and power plant with inspection authority (A&P / IA) to do a cursory look of the log books and the air frame for 2 maybe 3 hours max at his normal shop rate of probably $75 to $100 an hour. He can help you in person to learn a little more about these wonderful planes and what this one maybe worth. A lot will depend on the condition of the air frame. These engines don't like to sit around for long periods of time with out being used. Other members will start chiming in with all ranges of advice. Maybe you should look at this a as an omen and learn to fly and become a pilot.

You need to love this site, the members and the vendors that monitor and respond to request, questions and comments. MS is a great resource to the community of Mooney owners.

Well deserved John! (Even if my old E parked in front of you turned more heads. )

@Raptor05121 I will give you the shoulder harness/seat belts out of my F when I upgrade to the AMSAFE airbags. I plan on doing the upgrade this fall as part of my annual. $3000 is not even aviation expensive and if it is ever needed it will be priceless.

There are two designs. The first is the dimpled muffler (Hanlon & Wilson) with the risers bolted together. It was superceded by a SB sometime in the 60s with a more-efficient design known as the slip-joint ribbed in which the risers are simply a friction fit and the dimples are replaced by ribs. You can't get the dimpled anymore, so your realistic choices are going with the newer-style ribbed or PowerFlow. They cannot build new. They can only "rebuild". And as was explained to me, they simply take the measurements from your old one, recreate new parts, and then simply pull the old part number/data tag over and rivet it onto the new one an viola! I sent my system off to Aerospace Welding Minneapolis (AWI) to just have the muffler done at a quoted $700, and you can view the prices HERE, but again they all have a core charge you will need. I do not know if they can accept the older design in lieu of the newer design. Doing simple math... its $4,317...minus the core charge comes in at $3,800. It seems their prices have risen, I was quoted $2,900 last year to redo my entire exhaust. I told them to return it and was planning on going PowerFlow for that price, but I managed to find a member here that pulled off a serviceable muffler when he upgraded to PowerFlow and I'm currently running that now. Going through my logbooks it seems these completely new (read: rebuilt) systems only last about 5 years. I understand they are short exhausts and are subject to extreme heat, but you'd think they'd last longer. If a couple hundred $$$ don't matter to you, I'd spring for the PowerFlow and call it done. There is some maintenance needed every so often (including complete removal, lubrication, and reassembly at annual, if I'm correct), but I'd consider the marginal performance and looks better than an OEM exhaust. I also believe the PF has a smaller muffler so more room in the cowling.

Had shoulder belts in my Cessna, but the instructor didn't use them, so why should I? I read an article by Rod Machado the night of October 11, 2003 and decided to start using them. Here is the next day. Have had the opportunity to tell Rod in person how his article likely saved my life as my entire physical damage from this was a light bruise from the shoulder strap.

Anthony I think that's what Paul (gsxrpilot) is worried about.

For point 1, this all could be related to points 3 and 4. I am sure the algorithm is based on averaging those data points to make intermediate calculations for quantity left and reported. The linearity of that line may be slightly skewed since the data points are on the low side and less from the high side. In other words, if on a 64 gallon tank they did calibrations at 0, 5, 10, 20 and full, the readings between 20 and full may not be linear. On the other hand, calibrating at the low end, you are probably a lot more accurate. I am finding the way Terry and I calibrating it is working fine all the way through the fuel quantity levels. On point 4, absolutely. Bob has shown it doesn't register correctly until the fuel is burned down a bit. Bob should be able to chime in on what he is seeing with his two sender CiES installation.

I’m still not talking to you after you convinced me to spend $1600 on light bulbs! [emoji23] Sent from my iPhone using Tapatalk Pro

DM, I made a tow from a used Hoveround electric wheel chair 6 years ago. I found the chair on Craigslist and gave $160 for it. I built a hitch (tongue) for it and installed a 2 1/2" ball on the foot rest of the chair. I attach the hitch to the plane with a round metal rod that extends completely through the nose wheel attach point. I'll post a picture or two. Sorry for the poor quality. By the way, the chair has plenty of power to tow the Mooney with me sitting on the chair. I can tow the plane nearly as fast as a person can walk if necessary. There is a slight learning curve to operate it. I'll have to admit, I get some very funny looks from people who see me moving my plane with a wheel chair! I also used to have a Challenger II Experimental. In order for me to hangar it in the same "T" hangar with the Mooney, I built a lift for it using a walk-behind forklift. I got the forklift on eBay for $480. I built a fork extension for the plane to sit on. I raised the Challenger about 6' and the Mooney fit under it without any problems. I used it for 3 years or so until I sold it along with the Challenger.