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Great day. 5 hours from Miami to St thomas - landed w 19 gallons! What a great and relatively economical machine. Sent from my iPhone using Tapatalk

Having a little MS fun on a rainy day... Renewed my Medical Certificate Third Class yesterday. Guess that means all youse guys waiting for me to turn Gypsy Rose loose will have to wait a while. N943RW, 1966 M20E, serial 929 Specs: 3315 TTAF 415 SOH Triad Auto pilot - STEC 50 w Alt Hld 415 hours on Top Prop - Hartzell Scimitar new 1/2014 Stormscope - WX-900 201 windshield 201 panel/glareshield One Piece Belly (Aero Mod Inc w runners) O&N Bladders - expanded to 64 gallons Dec 2017 speed brakes Precise Flight, manual Other mods: 1) Oil cooler relocated 2) Mooney 201 Spinner & spinner bulkhead assys 3) Dorsal Fin Fairing 4) Tail Root Fairing Horizontal 5) Wheel well liner covers 6) Wing Root Leading Edge Fairing 7) Relocated Cleveland wheel brake assys 8) Hinge cover on Aileron, Elevator, & Rudder assy 9) Aileron lower gap seals 10) Flap gap seals Additions since 2/2012: Aspen PFD 1000 SV, AOA, ADS-B, Aspen PFD 1000 to MAX GPS - GTN 750 FS 510 JPI 930 GDL 88 - ADS-B in & out -traffic, weather GPS 696 CYA100 AOA New 3/16" solar grey windows all around w door vent window Powerflow Systems Exhaust Fine wire plugs - Tempest leather interior add 10 gallons bladders (total 64 gallons) CiES digital fuel level sensors SabreCowl Imron 5 color strip, paint by Hawk, including Scheme Designers Surefly Electronic Ignition New control cables - Mixture, Prop, Throttle New starter New landing gear down lock block New Fuel Injection Servo Concorde RG 35 AXC Battery

What if the sexton is a trained navigator carrying a sextant?

PILATO HAS RISEN AGAIN! LONG LIVE PILATO! Sent from my iPhone using Tapatalk

Looks like you need a better search engine... Best regards, -a-

Obligatory Mooneyspace aircraft valuation expert post: SO OVERPRICED. NO VINTAGE MOONEY CAN EVER BE WORTH MORE THAN 50K Wishing you many more 3rd class medical renewals!

Byron this isnt about you, I am sorry to say. The fact that Mark pulled up to miss an oncoming car and crashed his plane to prevent taking out another could not have been prevented pulling a chute 10" off the deck. The lady in the car was most appreciative of Marks self sacrifice. If he had a Cirrus, he may have survived, he may have taken out a house full of children...we dont know. We do know Marks reaction was to save another, he couldnt have done that if he was floating down in a chute

I'm not flying in an airplane unless I can have autopilot, auto land, a chute and also an ejection seat. When will cirrus jet also have an ejection seat. But I want an ejection seat that has fold out quad copter arms that then fly me and my chair to my destination un interrupted rather than a silly chute that deposits me in someones front lawn. Or an emergency auto land that lands me at the wrong airport. I am a busy man and I need to get where Im going.

You can use the cleaning process, just not the standard glass abrasive that comes with them and commonly used with massive plugs. It will ruin them and can lead to damaging them - in fact it could responsible for the damage done to the above plug. For fine wires we should only use a much larger diameter material such as walnut shell material. https://www.tempestplus.com/Portals/0/PDFs/Sparkplug Cleaning The Right Way 061212.pdf Safe walnut shell abrasive for fine wires: https://aircraft-tool.com/shop/detail.aspx?id=78W&AspxAutoDetectCookieSupport=1

I am of the same opinion as Robert simply because whenever pilots discuss insurance the numbers tossed around are an apples to orange comparison and frankly the discussion loses all relevance to me. You can't compare liability between Joe's plane that carries per person sub-limits compared John's policy that is smooth with twice the coverage. Nor can you compare hull value to someones under insured J model to someone else's over insured fancy J model. You can get better just telling us $'s per 1K of hull value but even that loses meaning when the geographical coverage limits only include US for one policy and someone else's includes Central America to Canada & Caribbean etc. Then the big one, a very large faction of pilots sharing their rate information and can only tell us who their broker is; apparently they don't know who their underwriter is - the real insurance company. Bottom line, from a discussion standpoint, I am much more interested in what is happening in the insurance market overall, such as what Parker has been writing about here. Secondly, all pilots need educating on what our policies cover and don't cover, and who is covered, differences between sub-limits and smooth and on an on. That's the kind of discussion we all have an interest in. But when it comes to rates, I can get the real facts that matter, and have relevance to me, from my broker, not here.

And Anthony seems to be online for all of it!

We have a simple Auto-Throttle already running on the bench.... And some parts have flown. With enough interest we would move to the next step. Would certainly be more expensive than Auto-Lean, which unfortunately has not seen stellar sales. Have not looked closely at braking. One might argue just getting on the ground at an airport, even gear up, might be acceptable given the circumstances.

Just use a passport.

Hello Carusoam, Reasonably familiar with STC process, have done a few through the years. May be able to put something together sometime after Christmas. Have waited quite a while for some folks that have talked about it to do the wingtip rec lights, but it seems no one has got it done yet. Many people are just switching to LED landing / taxi lights and calling it a day. I like the looks of wingtip rec lights. If inexpensive enough, perhaps a few folks might agree. Thanks for the shout.

Anthony, I had planned to do the STEC 3100 but now nothing seems worth the trouble. Lynn wants to replace flaps which came back from paint with some twist... Sent from my iPad using Tapatalk

Your question is why I picked one vendor, namely, GP to emphasize the answer ultimately depends on the vendor. There isn’t a standard and the vendor is free to display this in any way they choose and that should be documented in their pilots guide. If you read the post you quoted, the answer is documented there. Just to be clear, I did write that post but am no longer associated with that organization.

As to picking the least bad, of bad choices that is already happening in automobiles, and I have experienced it. A while back I was driving when a truck at my 4 o'clock start drifting from the right lane into me. My car began steering itself to the left, it even crossed the yellow boundary line, however it determined the ditch to the left would not be safe so it slammed on the brakes to let the truck go by. It determined the ditch conditions through its high res stereoscopic cameras. High resolution topo coupled with cameras could do the same thing in an airplane. Using maps is not out of the realm as again, my car does that. If it sees on the map a curve beyond which the suspension cannot handle at the current speed it will slow. It even slows for round about. AI is here and it is at the consumer level. With the proliferation of single pilot jets and owner flown turbo props this system is a huge quantum leap in safety and I am sure insurance rates will reflect that.

Too much Byron. Seriously - it comes off as over the top nasty. I am sure you don't mean it that way and you are trying to bluntly make a point but this tragedy is too fresh for people. Then whatever point you were making gets lost in the shock of the blunt tone deafness. Please - just don't.

I thought we had more class than that...

It's a little mean so hopefully no one gets to offended. TSA = Tray Stackers of America. I just can't see TSA without having a laugh.

The G3000 M600 SLS with HALO is looking like a nice step up with the new stability, autoland and automatic descent features. Several of the MMOPA group have already been shown the M600 SLS starting last August. Their demo rides include a full stop, full autoland arrival. Said one, “Sure makes the Cirrus parachute look silly.”

I went with a used GNC 255 that I’m installing right now. I considered the GNC 355 but decided that if my primary navigator goes down, I just want something that will give me the ability to shoot an ILS. If I have an emergency I’m most likely headed to a big airport that commercial jets fly in. They have ILS. That’s not going away any time soon.

Another early morning... 1) Holey Cow! That’s a lot... 2) What brought you to MS at first? I came here seeking info regarding a Missile... 3) What was your first post? I had questions concerning OWTs related to Continental engines and Rocket Engineering... 4) The most fun of those posts start with the phrase ‘Welcome Aboard’... hope that felt inviting... there are about 150 of those written... 5) A few words I learned along the way... like door welt or welting or tinnerman nuts or speed nuts... MS is a great place to learn aviation vocab... 6) Not all posts are perfect... some may even be incorrect... ever send me a PM? I get a few notices every now and then... 7) I ask a lot of questions...? 8) I have met so many mooney pilots... 9) I have learned and re-learned so many Mooney things... 10) Extra thanks to the MSer posts that helped me select training, hardware, procedures, iPad mounts, apps, and pireps... MS is such a great place, with wonderful people... You probably didn’t get here accidentally. It’s been great being here with all of you. I hope I helped somebody out along the way... Oh... the 25k... it’s just a number... the number of posts I have managed to hit send after writing them... not all have made the cut... Thank you for including me and best regards, -a-

I was wrapping header wrap around my exhaust like Mr. Sandman recommended but it was eroding the outside of my pipes. I just put heat shield on my cowling and haven't had any more problems with my exhaust.

No, these GPUs generally don't produce enough current for starting. They should be used for ground avionics power, etc., and constant-voltage charging only. There are a few exceptions of units that can support starting, but starting requires a LOT of current. If you need to jump it to start it, use either another fully charged battery or a battery cart.

Keep in mind the annunciator is responsible for deciding when to light the light... The fuel level float gauge is responsible for sending the signal continuously from the tanks... A dirty connection or dirty gauges may be causing some intermittent issues... PP thoughts only, not a mechanic... Best regards, -a-

The T-9088 is a cheaper seal. It’s A sponge rubber P shape. The BA706-M is D shaped and has a foam core. It looks similar to that Beech seal above. the BA706-M they have in stock is much stiffer than 60 durometer. And I also had a 3 year old bag of the BA706-M which is the proper material. It’s compliant and soft, and has the proper shape. I’m not sure how a P shaped seal is going to seal a Mooney cabin door. The void between the two is idea for the D shape.

Go back and reread what I said. You may have just read it too quickly. -Robert

It is under the inspection panel just outboard of the left either on pushrod where it goes to the aileron. There’s not really a way to clean it, the brushes are inside the servo motor and the gears may get some stuff on them but you have to take servo out of the airplane and take the cover off of it to access those

Just bring a sexton. Its legal IFR navigation and requires no TSO. YOu can use your 430 just for situational awareness. -Robert

Your sender may need to be overhauled. What happens is as the float arm moves, the resistance is fluctuating. To test this theory, pull the sender, using an ohmmeter watch the readings as you slowly move the arm, they should be consistent. No jumps. Tom

I don't think this specific autopilot in the specific class of airplanes it is coming to immediately (the PA46T and the cirrus jet), will budge the safety statistics much. It is useful and comforting to have such a system and I would want it. But how often does the scenario happen statistically where one would want to deploy it? Engine is running all systems are working but something is wrong with the pilot. Panic, incapacitation, or maybe VFR into IMC is all I can imagine. I doubt in this category of airplane there are any VFR only pilots although certainly one could imagine a IFR trained PA46T owner with more money than experience who might panic in IMC and perhaps have the good wits enough to press the button. However, then...as the chute did initially in cirrus, would we see more such airplanes flying with bravado into bad weather with confidence that they have a button? I don't know. I would definitely buy a plane equipped with it, if it were in my price range to buy a new cirrus jet. I bet ya we will see this technology trickle down eventually to retro fits in small GA airplanes like yours and mine. Say 10 years? Autopilot plus flaps, plus auto throttle plus landing gear auto control. Its all plausible. Its all regulations at this point more than the possibility of technology to do it - the technology exits. But more so more useful to budge the safety statistics would be to make the technology also relevant in the higher probability scenario of an engine out. Have the airplane auto fly the optimal find airport rout right on the envelope even in engine out. But I am unsure if this could be really made into an auto system that would ever pass regulations since how would you handle an autopilot system that is deployed but there is mathematically no airport landing solution that exists - could you have an autopilot that optimally makes decisions to find and land in a lovely corn field? How would it know which is a lovely corn field and how would it know to steer around a tree in the middle of the corn field at the last second. Actually even for hand flying, this is perhaps one of the greatest places the ESP envelope protection might be helpful if you re doing this by hand.

I have a passport card in my wallet. It works for everything.

Thanks. Naw... once the flight plan is transferred to the GTN all the IPad is used for is for Nancy to amuse herself looking at traffic.

Indeed, my profile is for the J.

It amazes me how hard it is to save people money, the first guy was beating me up for more info rather than listening to how to fix things. I helped the 310 guy with the switch in a 15 minute call, now he will have a system working better. More importantly, the extra hour he was gladly willing to spend brought him my "pocket full of tools".

for conversation only.... 90, 80, 7x... (full weight, flaps down, stall speed 58) x based on weight, wind, configuration (use the DK matrix) Any slower... ideal conditions, and light weight, good speed control. Power based on weight, TPA... checked/adjusted at each key location... adjustments are always removing power... I am a fan of continuous radius turns from downwind to final... lower bank angle this way... but the keys are less defined... If you get the throttle pulled all the way out... this is a set-up for 1k’pm descents... somewhat less than stable... If you dial in a turn and a half of throttle... this adds enough power for a stable landing.. from short final... Dial the power back out when the runway is made... interesting enough. how much power is the 1.5 turns of throttle.. it is the same throttle position for engine start.. enough to overcome a lot of friction. float a loooong way. and land super lightly... As for speed brakes.. they are effective, sort of..if high and fast, deploy them.. but they are much less effective at such a slow speed... PP thoughts only, not a CFI... Best regards, -a-

Indeed if I have passengers, I fly at a constant power setting that yields about 65KIAS down to 100”. When alone, I try to be power off right after I drop the gear abeam the numbers using pitch only to control energy and induced drag. I find that it’s good practice to get acquainted with managing energy this way. Letting the airplane slow to the high point on the drag curve is dramatically more effective than a forward slip.

The amp meter in my 1985 M20K has been pegged to the right beyond the +70 marking. It was made by Rochester Gauge Inc of Dallas Tx. Part # 5-90330. Just had it removed and started calling around to see who could fix the problem. Didn't have much luck but a local company, Avionics Specialists in Memphis TN was able to diagnose and fix the issue. The magnet on the back had become loose and moved just a tiny bit off center. Took about 45 minutes of troubleshooting and now it is back to normal.

I pulled wire out to the location of the other probe out there and install the JPI probe. If you leave the guard off of it it’s actually quite small so we just used it with a nut

My kids grew up from toddlers in my F. Lots of regular flights down through Mexico, throughout the SW and California. I just finished putting them through college. I could have bought a small fleet of Mooneys for the cost of their college but that's behind me now. -Robert

Tempest fine wires, as @KSMooniacsaid will also help. They greatly improved my LOP flight up high and also reduced my EGTs substantially.

Well, here you go - picture and spreadsheet of the stuff I posted above. M20J.xlsx

1) Climb out...ROP... Leaning with altitude change... using Blue box method (EGT)... white box if you have G1000... 2) LOP or ROP is measured °F, from peak... 3) A well balanced IO550 will go 90+°F LOP down low... 5k’ or so... before it gently turns off... at 12k’ it may turn off near 50°F LOP... 4) Full power climbs are best done ROP, as the mixture is changing with altitude... climb time doesn’t warrant the extra risk of going LOP... it can be done... report back if you have success doing it... 5) LOP... Oil stays cleaner longer CHTs stay lower... nice and healthy fuel burn is about 2gph less, on 10kias less POH for the O and STC for the 310hp... defines the operating conditions extremely well... 6) +1 for StevenL’s input... he has a great resource, and excellent memory for these details... 7) There are also some cooling discussions around for cht#5.... PP thoughts of aging memories... Join the O club! Best regards, -a-

Do it in private... we have people around here that are unable to handle your style... Right or wrong... I like your style. I just can’t afford to lose the other people that are effected by your performance. Yes, we lose people because the environment is too harsh or too abrasive... Mooney pilots without MS is sub-optimal. MS with a declining population of pilots is also sub-optimal. Look around take in the scenery... that isn’t language you hear on the radio in the cockpit... There are plenty of tough guys around here... with cleaned up language... This way we have a place where even women, children, and engineers can be comfortable... We have one MS... don’t mess it up... Best regards, -a-

Aircraft Spruce has it, but any HotRod / Auto upholstery shop can make

We have a 15 lb. mixed terrier. Wife wanted a companion for him. I relented saying don't get something that will be larger than him. Chihuahua mix. Right. In 6 weeks it has gone from 8 lbs. to 23. Must be Chihuahua Grande. It's gonna eat my new seats. 27 Pounds today, 10/31. Thing grows overnight!

Larry. If you’re speaking of upholstery door welting around interior door frame, normally interior upholstery material will have to be removed in order to access rivets and/or screws which secure the welting to the door frame. I hope this helps you