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If I needed one here's how I would do it for $2000: After reading the manual, I'd discuss with my A&P/IA where he thinks the GDL-82 should be mounted and go over with him where the antenna should be and how he thinks the harness should be run. gdl82install.pdf 1) Then I'd buy a GDL-82 from Aircraft Spruce with the 10 foot harness for $1733.75. 2) Then I'd pull the side panel and headliner and run the antenna cable. I'd put the other end of the GPS antenna cable on the GDL82 (See #1 Below). The cable that was on the antenna I'd put on the other GDL 82 connector (See #2 below). I'd also pull the belly panel where the transponder antenna is. The cable that previously ran from from the transponder to the antenna I would put on the XPNDR connection on the GDL-82 (See #3 below). 3) Then from the harness I purchased I'd run the power and ground up behind the circuit breakers and plug the other end into J821 on the GDL-82 (See #4 above) . My A & P would drill the hole for the antenna and connect power and ground and inspect the work I did. Then we would test and troubleshoot if necessary and he would do the paperwork and sign off. I would pay him more than he asks and still be slightly under $2000. But even if it ended up a couple hundred over, in aviation terms that's pretty close. I do my annuals this way and assisted him with a top end overhaul earlier this year. That's the advantage of the GDL-82, anyone with common sense can do the basics of it with some adult supervision. It's not rocket surgery. But I also understand that not everyone wants to be that involved. I enjoy learning and usually when it's over I'm happy I only had to do it once.

At those prices, I would seriously call Wentworth and see what the replacement parts for the KFC 150 would cost! Or look at SEAEROSPACE where they show they have stock of the KC 192 for $12,500. Still not cheap, but might be able to swallow that price.

I have a great respect for ATC. They are almost always professional, helpful, and patient. But unless something has changed, ATC's primary role is separation of IFR traffic. When the sky gets dicey along my intended path I do not want to be dependent upon a 3rd party who has a primary responsibility that does not include providing weather info to each plane she's working. Murphy rules the world and you can be sure that the controller will be up to his armpits handling diverting kerosene burners just when I'd like to have a little chat about my possible strategy to through the line of weather I am not equipped to see.

My favorite quote from Mike Busch "poor compression is a safety-of-wallet issue, not a safety-of-flight issue."

Technically, "porpoising" in aviation also requires a landing with improper attitude, with insufficient AOA and the nose too low (see the Aircraft Flying Handbook). This results in a rapid increase of AOA on contact with the ground. That is to distinguish it from a "bounce" which is a hard landing but can be with proper attitude. Realistically, of course, the recovery is the same for both, so how you got there doesn't matter as much as what you do next.

I agree, displaying it on the map isn't as useful. One thing that makes it easier on the Avidyne is that since there's a separate "Stormscope" page, he could watch that on the IFD100 app on his iPad to see just cells and strikes. I really enjoy spending other people's money. I think I may have talked him into the IFD 540 over the 440 originally.

It's only available at 70 airports, and it is actually done by that airport's Clearance Delivery people. This means that it's a big airport with Tower, Ground, and Clearance Delivery frequencies. There won't be a chance of blasting off into the clag without an IFR release. My bet is that when folks find out which 70 airports this applies to, the over-riding reaction here will be "Meh". But it is a great indicator of things to come, hopefully.

You nailed it @Andy95W loose connection at the back of the oil pressure gauge. Took Access plate in front of the window off, and was able to tighten from there, after removing the Tach for access. 30 mins later, all good. Thanks for the advice

Go IFR and let someone else stay on high alert on your behalf

That's also solo, no baggage, with oxygen. My 1970 C shows similar range at 16"/2300, 12,500 msl and 128 mph at gross (or 145 mph at 2200lb). But who wants to fly a Mooney that slow??? 51% power.

Paul, I suppose it depends upon where you fly. As I have recounted before, I used to do a NC to So. FL round trip every few weeks for several years. Often there was a line of convective running E/W across the route from Savannah to Jacksonville. Even while trying to stay clear of clouds it is necessary to know which buildups have to be avoided. And since there is another line of clouds behind the one you're looking at it is necessary to know what's behind what you can see in order to pick the best path. Been there, done that, for me a stormscope is like my 50 year old AX card... I don't leave home w/o it. Usually there would be a 50 mile stretch where I was zooming the SS range from 100 miles to 50 or 25 and hitting the clear button about every 60 seconds - old info is worthless, NEXRAD is just about useless for picking a path through weather. OTOH, I've flown through "red" ADS-B weather on the 750 with confidence if the stormscope was quiet. When ATC asks about your ride you know he's seeing the same heavy rain that's painted on the 750. I'm smiling and reporting: "smooth ride in heavy precip".)

Hello fellow MSers. The time has finally come and I've had to make the tough decision to put 7741M on the market. AirMart is listing and brokering the plane for me. Please check-out their page for details. 41M has taken me on many great trips, lots of firsts and good memories. I truly feel this is the plane that got me hooked on flying again. I'm not hanging up the wings, just changing the sight picture for a while. 7741M is a great bird and has no issues. I wouldn't think twice about starting it up in the morning, tossing a flight-plan in the GTN750 and heading out on a long cross-country. It will make someone a great traveling machine. Still have love for the Mooney and I wouldn't be surprised if at some point I don't have another parked in my hanger. -Tom

It is early Monday morning and many details still need to be ironed out... There is a storm brewing at the MooneyMite site, and MooneySpace has some virtual hangarspace set-up and capable of housing many MooneyMites looking to keep the mite community intact. Let the MooneyMites know we are here. The door is open... As far as next steps and how to integrate the history of data.... that may take some time, money, and some ideas.... Lets work on getting the welcoming going... As for me... I am simply a longstanding MSer that does a fair amount of reading and writing and sharing on Mooney ideas... I came across the challenges of the MooneyMite site from one of the MSers that is a member of both sites. Understanding the power of communication, we got some emails flowing quickly between Craig, MS’s webmaster and Dave, MM’s webmaster... Have a look around. MS started about a decade ago. We have MSers from around the world. They fly some of the oldest and the newest Mooneys ever built.... Please feel free to post a hello note! Let’s get started. Welcome to the greatest community of Mooney owners, pilots, maintainers and suppliers... Private Pilot thoughts only, I took it upon myself to write this welcome note, I am neither a marketing expert or a writer for MS.... Best regards, -a-

Many thanks to you both. The flashing yellow light got me weird a few weeks back when it first came on at the end of a night flight. That light is certainly alarming. Sent from my SM-G930V using Tapatalk

Normal Sent from my iPhone using Tapatalk Pro

After looking at the available options, I decided that the large format displays over on the right side of the panel were probably not what I wanted, so the 930 and MVP-50 were not good options. At that point my only real choices were the EDM-900 or CGR-30 P/C combo. I looked at both instruments at shows a couple times and flew with a CGR-30P in another plane and the CGR's displays always seemed easier to read and nicer to look at. The two 3" holes were a much better fit for the panel in my K model than the odd-sized EDM-900. I'm having a CGR-30 P/C combo installed in my 231 at annual, which is happening right now, and having all the old gauges it replaces removed. I am very much looking forward to flying behind it. Additional: I ordered through Avionics Source. They were very helpful throughout the process and EI was very responsive whenever I spoke directly to them. I've anecdotally heard good things about support through the installation process from shops and I'm expecting that to go as smoothly as anything this significant ever does. I would recommend working with your A&P/installer to do the order, though. You'll certainly have thoughts on the layout, but some of the information about various sensor functionality and limitations is something that a typical owner/pilot isn't likely to know but Mooney mechanic will have no problem providing. This is not a criticism of EI or Chase at Avionics Source, they were very helpful and responsive, more an acknowledgment of my own limitations as "just the meat servo".

Pippin-York. 830-997-8205

Aspen recently partnered with L3 and has been offering some very attractive discounts on ADS-B installs. You do not need to have nav data on the MFD. The Seattle Avionics chart/plate data is all I have. In "hard" IFR I want all my navigation data in front of me on certified equipment. I have been told (but not personally seen) the new MAX screen is awesome.

Or SOP for #SWA

Completely normal, as well as high oil pressure on takeoff if oil is still cool.

Exactly, my same experience except for a possible departure procedure added by the TRACON. Although I get my expecter clearance via an email from flight aware since they were the very first to provide this service and also GP as a GP users. Always the same. Sent from my iPhone using Tapatalk

And just to be clear, despite the lack of a nose gear, tail draggers are not immune to the phenomenon of porpoising. It's different in tail draggers, but the underlying causes are the same: poor speed control. While is is true that virtually any airplane can be "flown into the ground gently" at extremely high speeds, in my opinion, it is not a "landing", it is something else. A landing should be on-speed. Approach at 1.3 Vs, touch down at 1.2, (or less). In the simulator, I have flown jets onto the ground (gently) at 250 kts, but that is not a landing. It is an aborted-high-speed-pass at ground level.

And all them folks with google maps wondering "where the hell am I"

Mike Busch's book on engines covers this pretty well, at least it was understandable for me. He spends a lot of time discussing how you know when you need to overhaul, and what compressions really mean. https://m.aircraftspruce.com/catalog/bvpages/mikebusch-13-21514.php?gclid=CjwKCAjw54fdBRBbEiwAW28S9rkcWKucFvWWp-MsWGZBjD2PuV2OTgAEAA4k9x_nHTJycxs1IQOmwBoCtbAQAvD_BwE Sent from my iPhone using Tapatalk

With sufficient runway, it is possible to treat the first porpoise bounce just like a balloon, give it a kiss of throttle to level out then retard the throttle and land again. We've all done this with a balloon. But the porpoise is much more of a surprise, because you already landed once but the plane rejected it for you. So just go around on the second bounce.

Remember, I've been retired for over 3 years now, but the way it used to work was you would get the PDC electronically. You would then call Clearance Delivery and just give them the squawk. "Minneapolis Clearance, Northwest 123 squawk 5432." They would usually say something like, "Northwest 123 contact Minneapolis Ground on 121.9 when ready to taxi."

John, I added 2 more bladder cells and CiES senders to my E this year getting to 64 gallons. Since the short bodies only have one sender per side, I have a similar problem to yours in that the float for the CiES is in the first cell. When we calibrated the CiES to the JPI 930 by adding 8 gallons at a time (empty-1/4-1/2-3/4-full) the factor changed very little from 3/4 to full since the sender was already pinned to the top of the tank. So what happens in flight as the fuel level comes down there is no change to the fuel gauge until I've used about 8 gallons = 1/4 tanks. From 24 gallons remaining to empty the indicated fuel remaining is scary precise. (The JPI displays the fuel remaining based upon the fuel flow sensor right beside the fuel tank level scales. Gotta love it. First time in 50 years of flying I know with a high degree of confidence how much and where the fuel on board is.

A few years ago I bought a used WX1000e and I installed that. Takes about 400$ of stuff from valentine to make it go. You crimp about 100 pins. Anyways I installed it and it works great

There is nothing new about PDCs. They've been around for a long time and they work well. This announcement is just about the delivery. Foreflight is filling the gap between ACARS/EFIS and the smaller operators. I suspect this is a short-term deal. The future will be a PDC texted to your phone...in any location and will eventually include a separate IFR release with void time via text. At least I can hope.

Your wife gets to own airspace? That is kind of cool.

It was right at the connector. The nut was loose. Braided Hose was fine. Didn’t fire up to check, but mechanic was certain it was the culprit.

So with permission from my wife (in fact, she cheered me on), I went searching for a mistress. I would talk about my search at the bars and went online posting for love. I looked all over! I found an old girl born in the late 60's, still pretty, but someone married her before I got a chance to make my move. The same thing happened a few times before I contacted a guy in Texas who was offering to introduce me a number of girls. None were quite right, some were gorgeous on the outside but inside her personality was just off, I would find the perfect girl but she ended up being a gold digger, there was always something. Then one day a guy approached me with a proposition and the girl seemed to check all the boxes. After checking out all the details I jumped in. Had the doc check out her vitals and yesterday finally closed the deal! I am now a proud owner of a 1984 (built in Dec 83) Mooney M20K 231(What did you think I was talking about?!). My awards speech: Really appreciate this communities help in walking me through what it is I really wanted. It is a great community that I'm learning a lot from. I considered everything and while I didn't exactly follow all the guidance, I did think through it all. (One thing is I didn't get an aircraft with the avionics I wanted in it already and I realize I'm spending a bit more because of that) Specifically, thank you @Frank B. for your patience, @gsxrpilot for your guidance and insight, and @mccdeuce keeping me from jumping at the wrong option. I cannot thank Daytona Aircraft Services enough. Those guys are amazing, @jclemens had to sit on the phone and listen to me ask about the pre-buy status and he and his team had to listen to me waver on how I wanted to upgrade the avionics for hours on end. Thank you all for all the help. I look forward to getting more engaged in the community. I'll be attending events up in the NE for sure and will be looking for any reason to get all over the country!

Sent it to Don Maxwell today. Estimate is under $400. Sounds like I am not the first. Low boost just uses the regulator to reduce voltage to the pump. Pump works fine, and there is power at the switch but it doesn't make it through the regulator.

This autopilot is limited to 90% of standard rate. There is no pilot adjustment so it will need to go to the dealer if you are not satisfied with the turn rate. However before you do so try to see how it works in different scenarios. As an example use the left/right roll command to determine if it is giving the same rate indication as approaching a course for GPS/VOR/LOC. Use the high setting for GPS/LOC. I think Heading on the St50 and GPSS on the Aspen might also work. Remember it will use a more shallow bank angle depending on what it needs to intercept. Basically it will not intercept unless you have it within 10% of the course before you select the mode except when I GPSS mode. Finally standard rate depends on your airspeed. Check the accuracy of your Turn Coordinator by: Take the first two digits of your airspeed (or just the first digit if you are under 100kts) and add 5 to it. That is your bank angle to get a std rate turn.120 kts, add 12+5=17 degrees of bank gives you a standard rate turn. Stec will only go to 90% or 15 degrees in this example. Don’t confuse your attitude Indicator at 15 degrees in this example with the assumption it is the standard rate shown on the Turn Coordinator. 90 kts, add 9+5=14 degrees of bank gives you a standard rate turn. Compare that to the Turn Coordinator. Last but not least you can stay on the magenta line if you set your GPS to one mile instead of the standard 3 mile enroute so it wont get to far off course before adjusting.

All true... of course... thus the At the same time I'm a lot less on "high alert" cruising along in the low flight levels on an IFR flight plan than I am down in the weeds, VFR on a "beautiful for flying" Saturday with all the NORDO's.

Well that would be pretty sweet... already got a G5. About to put another in and if the Trutrak works with that, that will be going in as well.

Because of this thread and the fact that I am up for renewal in November I filled out a quote request online with Travers. In the comments I told them that @Bob_Belville referred me. I got a quote already e-mailed to me and a phone call. I could hear them rolling out red carpet on the phone in Bob's honor. We'll see what the Falcon quote is, but so far I am impressed with the responsiveness.

In general, I agree that ATC's weather avoidance assist has improved greatly. But remember that they are working with radar and ride reports, but unless I'm mistaken they do not have lightening data. I fly with XM and a stormscope. While I welcome ATC input I find that the stormscope input gives me a supplement that sometimes trumps what ATC supplies.

I blundered into an embedded thunderstorm one morning in west Texas. Shook us like rocks in a beer can. Wife said we weren't going to do that again. Next week ordered a $3400 3M WX8 Stormscope. Put 5000+ hours on that sucker and never asked help around weather although I requested a lot of turns. If the Stormscope did not show weather in front of me I continued straight ahead. If weather did show ahead, I asked for a specific heading until clear.

Just got a reply from Corey at Trutrak and he did confirm that the Vision will be compatible with the Aspen AND the G5's! It is still in the works but will be released soon.

I'm still hopeful that the rumored, eventual app for getting and closing clearances at any airport eventually exists. https://www.aopa.org/news-and-media/all-news/2017/november/30/app-could-deliver-ifr-clearances-to-mobile-devices

On this airplane, if I already owned it . . . since it already has an enroute and non-precision approach GPS (Apollo GX50) and a capable autopilot (STEC 30). I would take the simple route first and get ads-b out taken care of. If you did a GDL82 you could leave the existing transponder. You would just need an ipad and a portable ads-b in device. That would set you back $2000 with an A & P doing the install. If you want to spend $6000, get rid of the old transponder and put in a Garmin GTX 345 and then spend $1000 on a used Garmin 796 and mount it on the yoke. The 796 will talk to the GTX345 and display ADS-B in and synthetic vision. I would do those things and fly it . . there will be plenty of other places to spend money on a 53 year old airplane. Once you start dumping $10's of $1,000's into it, it better be the airplane of your dreams. If I didn't own this airplane but I was looking for an E model my best bet would be to find one that has the panel I already want. I'd be getting the upgrades for pennies on the dollar. Ask me how I know this . . . the airplane I have now I have spent a lot of money upgrading. I could have bought one that was the way I want for less. My justification has been that the airframe only had 600 TT on it. Live and learn . . lol

Spent Friday afternoon building something to clamp the buck to so it would withstand a little force and not distort. I headed out to the airport around 9:45 this morning and slung the doors open at 10:10. No sooner than my doors opened, up drove my neighbor and his A&P, seems he was having some wheel bearings issues (see my post “Flooded Hangars” back in June). His A&P who also is an IA was looking and the wooden contraption and the buck and cooling lines (water was flowing), he quickly figured out what I was up too and asked if it was FAA/PMA approved. Me and him (A&P) speak but that’s about it, he’s still upset (embarrassed) that I have chased him down in the air because I found his dipstick in the run-up area (twice). Anyway by the time I everyone was gone I had 50 minutes of work time before my buddy across the field would be showing up for lunch. A heat gun works great other than its small areas that are workable, the offset was going to be the hardest part due on bend being an inside bend and the other an outside bend. I slowly worked the ABS just a few degrees from the center out, after several passes I had the ABS bent roughly 90. It seems there is no part that isn’t a compound curve so a lot of shrinking and stretching going on, but it was working out as expected. After lunch I was able to complete the bend around the CPVC and started messaging the bull nose closer to the shape desired. I was a little concerned that I was possibly deforming the CPVC so let it all cool down and popped it off the buck, the water was doing its job and the CPVC was still as round as it was when I started. Hopefully tomorrow I will be able to get back on it, now that I know there is no issue with the CPVC I can heat up larger areas and start smoothing out the bull nose. Looks rough but I’ll post the pics anyway, going on my test pieces earlier I have confidence the bull nose will smooth right out.

the C, E, and F models these days are so low in price that when you look at avionic upgrades, its literally the same price to upgrade avionics as the plane you just bought. For these models, I'd highly recommend looking for something with an AP, GPS WAAS, and ADS-B. Upgrade for AP usually ranges around 15 to 20 K for basic ones ADSB installs cost somewhere around 5 to 10 K (unless Uvionix or what ever they are win the Lawsuit) GPS WAAS starts at 10 to 15K installed at the cheapest. GPS W/o waas can be found and installed for 4 to 5k, but these days, waas is a big friend. There are a lot of airports that are starting to only have RNAV approaches, and with waas you get LPV minimums which are usually 200AGL, vs LNAV which is 600 AGL Buy an aircraft that has these items already installed. you'll thank yourself in the long run.

You do see the irony of someone flying an Ovation talking about membership in the CB club, don't you?

I've never used a WX-10 so I wouldn't know about that one, but I've used the WX-950, WX-1000 and WX-500 and they all show the early building stages, long before visible lightning, just like the documentation shows. It measures the friction in the building cumulus and shows the charges on the screen, long before the storm reaches maturity. But maybe we could get @JKeeth who works for the company to chime in.

I would leave 1, just in case the Aspen fails, I did what you thinking about: Removed all legacy instruments top and right side.

She is really pretty. Let me give you a couple of starting pointers to keep the engine intact while you are learning. 1. There is never, ever a reason to firewall the throttle below about 22,000 feet. If your instructor starts punching the throttle in, (“Let me show you how to do this,”) take control and get a different instructor. The 231 is different from every normally aspirated aircraft and most turbos in this regard. On takeoff, put in about 50-60 percent of the throttle stem and let the turbo kick in, you will feel it, then ease the throttle in to 36” MP for takeoff. 2. All full power ops such as takeoff and climb are always full rich. You do not lean to peak EGT or anything like that. The 360 needs 22.5-24 GPH for full power ops. Leaning it out while making full power is a good way to put your TIT over redline. 3. Don’t operate, or let an instructor convince you to operate, at any “squared” power setting. They all want to do that because it is what they learned, and it is wrong. That said, there are some approach speed settings in that vicinity, but you get the picture, squared power settings are low to very low in this engine. 4. Don’t operate at any cruise power setting where the fuel flow has a 12 in it (as in 12 something GPH). Fly rich of peak at first, to get used to your plane. Keep fuel flow up around 13.3 at cruise power settings. At low power settings, under 65% HP, you can fly leaner if you like as long as the engine is smooth, but not at power settings above that level. Have a great time.

pics or it didnt happen...