Hector

An overhaul for the older type is $400, but I would prefer to switch to the Weldon if it was simple to do in the older models.

Just did this last weekend. The weekend before I noticed my 5 year old Gill G-35 was weak (barely turned the starter and almost left me stranded). Based on the overwhelming recommendations here I ordered a Concord RG-35AXC.

Same here. I was a renter then and had a marine portable Loran receiver. Had to actually type in the coordinates for waypoints, but it worked unless flying around thunderstorms when it would sometimes have a hard time keeping a lock.

67C with same engine as yours. My cruise setting is usually 22 and 2400. This would typically be between 8k and 9K WOT and then back off Just enough to move the MP gage. It runs very smooth there but actually it runs just as smooth at 2500. 2400 is just less noise and better fuel efficiency. I have a JPI and lean to peak or 20 degrees ROP. A 65 percent power that is ok and my CHTs are 330-360 range. I will add this, I read some folks here had switched to Tempest UREM37BY plugs and had noticed lower CHTs. After one of my Champion plugs failed (very easy to identify with a JPI) I swapped all the plugs with the Tempest UREM37BY and immediately noticed lower CHTs. Frankly, I swapped them mainly because I wanted to go with Tempest (most of the Champion plugs in my engine measured extremely high resistance) and really did not expect temps to change. I was very pleasantly surprised. In the summer months here in Florida it was very hard to climb and keep temps below 400 even at 120 mph. It was not unusual to see 420 or so. Now I have no problems climbing at 120 mph and 380 CHT. The G does not have cowl flaps? Did not know that. One thing I learned during the Mooney summit is that the C with the original guppy mouth will actually cruise a bit faster with the cowl flaps open a couple of inches.

11K in my "C" right over Orlando on my way to the Keys. I don't remember the climb rate. I was more concerned with the fact that I did not have oxygen and was feeling sleepy. I get the most speed out of my C between 7500 and 8500.

Not sure how how close a "B" is to a "C" but I have flown my "C" right at max gross weight (4 people and a dog......don't ask) and other than a slow climb rate it did not feel much different at all. I will say that the rear seat passengers were light weights, but I added enough fuel to reach max gross weight because I needed it to reach my destination plus one hour reserve. I was pleasantly surprised that it handled quite well and the C.G. was not a problem just the weight.

Done!

It will fit right in (direct replacement). Easy change and much brighter than the original GE bulb. Easier on your electrical system too as it needs a fraction of the 250W GE bulb it will replace

I purchased the Whelen Parametheus and I am very happy with it. They are FAA approved for the Mooney. They have recently upgraded to the Parametheus Plus which is even brighter and that would probably be my choice if I needed one. I think you probably need the PAR46-PLUS version like my "C" model but I would check. I think the part number will be P46P1L. Look them up online or call them. There may be others that are FAA approved as well and I'm sure others will chime in.

I still had the old Delco regulator. Zeftronics regulator probably would have helped.

Did the conversion on my M20C this annual (3 months ago). My generator was working just fine and frankly I questioned myself a few times if this conversion was truly necessary. My generator would typically kick in around 1500 RPM so for most ground ops I was on battery. I must say that it bothered me to see the electrical system discharging all that time, specially the times on IFR at busy airports where it took a long time to get in the air. Conversion went very smooth and my electrical system now happily charging for virtually all ground ops. Still have that generator if someone is interested. It was working just fine when it was removed.

Fantastic! That is really nice!

I would not think so. A 496 works just fine as a marine GPS and you can purchase the marine maps for it. I have used mine for both applications. A 796 might be a little different but as I recall they only asked me for what unit I had only to verify that it can display weather. As I recall they asked for the serial number of the antenna, not the GPS unit so they probably don't care that you have an aviation unit.

Don, yes I'm pretty sure that's how it works. When I first signed up for XM they asked for the serial number of the XM antenna for my 496. Within a few minutes I started getting weather data. I cancelled XM as soon as I purchased my stratus receiver. Everything is still in the airplane, however, including the XM antenna so all it would take to turn it back on is a phone call. I did like having weather on the 496 but it was hard to justify the cost as a backup. For $9.99, however, I would consider it if in fact you get radar coverage.

SOH CAH TOA

Recently, a friend who is a teacher in high school mentioned that she had a kid in her class that was really into aviation and asked me if I could take him flying. She gave this kid my number and I took him up a week ago. Wow! The enthusiasm was incredible. He had never been up in an airplane but had logged at lot of hours in Microsoft simulator. Knew all the instruments and flew the Mooney pretty darn well. You could tell he was having the time of his life and could hardly contain his excitement. He is graduating this year and working his ass off saving money to go to Embry Riddle where he plans to work hard to become an air traffic controller. He wants to get his PPL and really prefers flying but he has cystic fibrosis and has realistic expectations about how far he can get as a pilot. Flying with this kid was refreshing to say the least. It has been a long time since I've found a young man that is as excited about all things aviation as I was/am. He and I will be flying a lot more together. I will enjoy having him around as much as he will enjoy the flying experiences. Over the last week I've been thinking that I need to get oxygen for my plane. I routinely fly my C between 7-10K without oxygen, but given his condition I think now would be a good time to make that purchase. There are still kids out there who love aviation. They may be getting harder to find but keep looking and you may just make a real difference in someone's life.

If you go to the XM weather website and look at their pricing plans the marine $9.99 plan does NOT include nexrad radar. You have to switch to the $29.99 marine plan to get radar. I wonder if they made a mistake and you are getting more than you should. I have a stratus 2 but if I was able to get all of that in my panel mounted 496 for $9.99 I would probably go for it just for backup. Any body else using the $9.99 marine plan in a 496?

If you have an iPhone look for the app SPLNFFT. It is one of the best sound meters for phones out there. It is somewhat technical but it will record average and highest db(a) among a bunch of other stuff.

Just had both overhauled for $200 each.

Before I bend any metal or do anything else I would first verify that it is rigged properly by someone who knows how to rig a Mooney and has the travel boards

Boy, this thread took a down turn quick. You all play nice now..... Sent from my iPad using Tapatalk

Excellent video. Well worth watching. Thanks. Sent from my iPad using Tapatalk

Around 100 for the last 3 years. Sent from my iPad using Tapatalk

Ok. I'll start this one with "I was young and stupid" but I really was. Twenty three with a fresh PPL, full of hormones, and a girlfriend that had just moved two states north. That was all the excuse I needed to rent a warrior and fly from Miami, Fl to Knoxville, TN with my buddy (a student pilot) to go see this girl. The plan was to depart at sunrise but that quickly went down the drain due to low ceilings which did not clear until around noon. Nevertheless, we took off when the skies cleared and off we went. The flight to Knoxville went pretty well other than a somewhat lengthy discussion with FSS near Bacon Georgia. No...that was not a typo...that is what my sectional said and even though FSS insisted I was south of Macon he was clearly confused and now had me confused as well. Although I had never been out of the state of Florida at that point I could certainly read!! Well...after figuring out that my well worn sectional actually said Macon I was ready to end this conversation but the gentleman at FSS, now very irritated, took the initiative and said "Oh, and by the way, your girlfriend in Tennessee wants to know where the hell you are." After considerable silence, as I tried my best to process how in the world she managed to reach FSS to relay her concerns, I decided right then on two things. 1) I would land soon to refuel and call her before she called the president of the United States and 2) I would marry this girl (27 years now and she can still track me like a bloodhound). The flight back from Knoxville is when things started to fall apart. Again, a very late departure due to weather meant that we would now be arriving well after sunset. Just south of "Macon" it was pitch black and we started to go in and out of clouds. Soon it was clear we were in IMC and I needed to fly the instruments. For some reason my old instructor spent a lot of time practicing instruments with me. Perhaps recognizing that I was "young and stupid" he decided that a few extra lessons on the gages might just save my life one day and it did!! We were now in full IMC and I was concentrating 100% in keeping straight and level. A couple of times it began to get away from me but I kept calm and got it back under control. A healthy dose of fear kept me focused like never before. I could not spare a single brain cell to do anything but fly the airplane so I tasked my buddy with navigating us to the closest airport. He decided that Lake City in north Florida would be our stop and worked the NAV radio to get us there (no GPS/LORAN just VOR). It was some of the most intense flying I had ever done and more than once I thought this is how poor judgement kills pilots. Eventually, just north of Lake City we broke out at 1200 feet and could see an airport beacon in the distance. I called the tower and got cleared to land in runway 10 (I think it was still 10 back then). I turned the landing light on and was asked to report mid field on the downwind. When I did tower said they could not see me but to continue. No worries, I though for sure when I turned final they would see me. They did not and on short final was told to go around. I was also then advised that I might be at the wrong airport. My buddy insisted we were not but he was just a student pilot and for all I knew we could be anywhere in Georgia/Florida (the fact that if I was somewhere else the tower would likely not be talking to me on the Lake City frequency was something that I could not process at the time) . Now that we were out of the clouds I tried to triangulate my position from two VORs but could only receive one because I was too low I think and could not risk going back into the clouds looking for better reception. I called Jacksonville center for help but they too could not hear me. I then tracked the outbound radial from the one VOR I could receive towards Lake City airport and the airport appeared right were it should be. It was only then that I was somewhat confident we were right over the airport. I called tower again and told them we were landing and again they tried to wave me off on short final. At that point I was completely spent mentally and physically and adviced tower that I was landing anyway. We taxied to the FBO only to find everything was closed, including the tower. We could not find a single person at the airport. In fact when I later checked the airport facility directory the tower was closed on Sundays. This had all been a sick joke by someone with a radio. My buddy and I slept in the airplane and nearly froze to death but were glad we were alive. That was nearly 30 years ago and I still remember every single mistake in a very long chain of stupid mistakes that nearly cost me and my friends life. Learned a lot and best of all I did marry that girl and my buddy is still my best friend. Sent from my iPad using Tapatalk

I would fly as high as practical with the gear down. Sent from my iPad using Tapatalk