Hector

I'll take it if SoMooney does not )

I wouldn't say a 430 is diddly. A 430 really opens up the capability of the plane that has no GPS especially if it's a WAAS version. Being able to do LPV approaches is huge. If I had $15k to spend and didn't have a GPS I would look at adding a 430w and keeping one of the old radios as a back up nav/com. I wouldn't worry too much about needing the redundancy of two GPSs. The plane will still fly if you don't have a GPS. You'll be back to what you have now. I agree with this. With 15K go for a 430w or avidyne. An AP would be sweet specially for serious IFR but I would wait a bit on that. It may very well be that in a couple of years the FAA may let you install a trutrack for 3.5k.

Some very good points by everyone. I'm a first time owner with only 5 years of ownership experience and I made my share of mistakes. I learned from those mistakes as well as all the input from the folks here. To Alex I would say there are some very good Mooney mechanics in this state. After you get your plane back maybe something to consider for future annuals. Quite a few in central Florida which is not far at all. I'll be more than glad to fly down with you to drop off your bird and take you back when it's time to pick her up. Hopefully after you get all the big stuff taken care of, future annuals will be easier and it can help a lot to learn how to do a lot of the maintenance yourself. As others have already said I enjoy working on my plane a lot, but more importantly, I know the condition of my plane inside out. That being said, I still rely on my mechanic to put eyeballs on everything to make sure I didn't miss something, and occasionally he does and that's just how I like it. I also know my limitations and there is stuff that I just let him fix.

You have a carb problem most likely. My C runs like a top. Have owned it for 5 years now with 1300 hours on the motor and I could not be happier. My engine monitor shows everything very stable in flight with no leaning issues whatsoever. Only minor adjustments required. If I ran into the issues you are having I would highly suspect the carburetor and would get it checked or overhauled ASAP

Beat to fit, paint to match!

I get 21 at 10,000 in my C but I have a challenger air filter. Do not recall what I got before I changed but looks like it's good for about an inch.

Done

Ok. Got those except the bit about dog house access panels not sealed. Mine are not either and I did not know they were supposed to be sealed. My dog house is in good shape and the dog house access panels fit tightly. Should they be sealed? With what? Thanks

I have a teacher friend who works at a local aviation magnet school. She can spot those kids who really love aviation and flying. This morning I met with the Florida Mooney Group at X60 for lunch. I brought one of these kids with me (Austin) who wants to be an air traffic controller. He did most of the flying and he could hardly contain himself from the excitement. Did a heck of a job flying too! The kid is a natural. All he can think about now is getting his PPL and getting a Mooney. Job done!! I will continue doing this because I enjoy it as much as they do. I do support AOPA and EAA because someone has to speak for us on the hill. I don't know how good of a job they do, but the membership is peanuts and I get a magazine to read.

Agree. Pitch stability will be a problem I think. Also, Both the wing and thrust from the engines will be creating a pitch down moment which will have to be counterbalanced by the V-tail having a rather large negative angle of attack. Any power change will require lots of trimming. I think I would have gone with a conventional tail and place the motors on top of the wing if you need to create a little more ground clearance for the props.

And no power loss with altitude!!

OPF is convenient too but more expensive. Gas is at least $2 more per gallon. I've used Fontainebleau for an FBO there and they charged both a nightly and landing/ramp fee if I recall. Nice folks though.

I believe you're mistaken Tom. According to the EAA and Dynon they claim they have "...established an STC process for installation of the Dynon EFIS-D10A as a replacement for the airplane’s primary attitude indicator." Very different than an iPad. Therefore they did just appear in the avionics market with an untested product and by them selling it and the EAA selling a piece of paper cannot be considered a breakthrough to safety! Far from untested. The FAA approved this because the reliability of the Dynon AI was far better than the "certified" AI that came with these aircraft.

Tamiami airport (KTMB) is not bad at all. That's where I always go when visiting Miami. I park at Air Sal. Just $15 a day and they will waive first night with a fuel purchase. They are on the north side of the field next to the self-serve so it is convenient for that too. It's a busy GA airport but controllers are friendly (lots of training going on). You will have to call clearance delivery when ready to depart and tell them what spot you are on. Every access to a taxiway is numbered (large number painted right on the ramp). That's your spot number. Listen to the ATIS carefully. No big deal.

Not to change the subject. But looks like you're running 22 in manifold pressure at 9000 feet? My MP would be lower, probably under 20. What gives? My 67C gets 21.8 at 9K, 21 at 10K, 20.1 at 11k, 19.5 at 12K, 18.7 at 13K, 18 at 14K, 17.5 at 15K, 16.7 at 16K. A few months ago decided to take off and trim for 120 mph indicated climb and see where she would level off. She leveled off at 16K still showing 120 mph

My backup AI is an RC ALLEN (electric). 5 years running with no problems to date. Maybe just lucky....

My longest single day was from southern Maryland to Key West. One fuel stop.

This! I do the same.

AOPA member for a long time and EAA for only a couple of years. I guess I'll keep supporting both because GA can use all the political help they can get, but I'm beginning to think that EAA is doing more with my money. If I contribute anything extra I'll be putting my money on EAA.

Congrats Conrad.

Congrats. You are getting there. Just a little bit longer.

You would want to solder it anyway. With as much vibration these airplanes see anything in a socket could be problematic.

Your are very close! Should definitely meet up. I think the restaurant at SGJ closed down. Was just there yesterday getting cheap fuel but did not check on the restaurant. Still a cool place and we could get a ride into town. Closer to you its X60 (Williston). They have a restaurant on the field. Cedar Key is not bad either. Ocala has a restaurant on the field as well. Let me know if I can help you with something to get your bird up.

I did the entire starter and alternator conversion. Gained about 15 pounds useful load and the sky-tec starter works great in my 67C. It does spin the engine faster but promotes faster start (too fast? That's just crazy talk). I have the old starter if you want it. It was working fine when I removed it.

Short flight today from Jacksonville FL to St Augustine. Since I had this thread in my mind decided to do a quick test. I have a 67C with the O-360-A1D. OAT in the afternoon was 80 F. On my way down to SGJ I used WOTFR/2700RPM. Just to keep things simple immediately after takeoff I trimmed for 120 mph and climbed to 4000. Initial fuel flow was 17.8 gph and temp on hottest cylinder climbed to max of 401 and decreased to 380 by 3500 feet. On the return flight after takeoff I climbed at 26/2600 per my POH, full rich again (16.5 gph). I trimmed for 120 mph climb as before. Temps climbed to 400 and decreased to 377 by 3500 feet. Essentially, no difference in temperature only I gave up rate of climb. I don't know if 25/25 would have been different or if later in the summer when OAT here in Florida hits 97 F. Sent from my iPhone using Tapatalk