orionflt

there is a pic of it posted on the mooney facebook page.

his gascolator is a glass bowl style located in the nose wheel well, in later models the changed the style and location. Brian

I didn't say this.... Tractor supply.......My gascolator on my mooney is the same one installed on my old farm tractor, you do the math.

I never Tap my C and there are no problems. I also check ed to make sure they were not rubbing in the wheel well. as for noticeable force using the johnson bar.... no difference. Brian

The AD is Based off of serial number, does it have a "b: suffix? if it does your good if it has an "a or E" then it requires eddy current inspections every 100 hrs brian

contact me off line, I have a friend who loves to take pictures in flight and I have flown a number of flights for her taking pics of other planes. also if your not comfortable doing the flying I have a friend who does formation flying and has been both the photographed plane and the plane photos were taken from. Brian

I had a friend who is a genius when i comes to welding work on my baffling, when he was finished you would have thought they were new.

I have been using the fuel management page to a small degree and it seems to be pretty accurate, I haven't used it in IFR conditions so I usually only have one waypoint loaded. on the screen buttons I have the aux gauges, the fuel management page, timer page and several others that i really don't use in flight but thought they may be useful (check list page is loaded, but needs editing). in the 4 boxes on the main screen i have carb temp, est fuel, airspeed and shock cool. for the eng temp mon in flight i swap between rop screen and the digital screen. the biggest problem i have right now is the warnings for my EGT spread, it is set for 100 degree split, I have a carbureted engine and I see splits up to 150 degrees on a regular basis, normally my #3 is the highest cylinder when I am above 7000 ft, but down low #2 is the higher one. I have checked the data to ensure that there isn't something causing the larger delta T and it seems that it is just the natural inefficiency of the barb system. Brian

I have the MVP-50 and love it. There is not much difference between the two other then display size and what can be displayed on the main screen. I would recommend it over the MVP-50 unless you are redoing your panel completely.

the pilots side is feed from the copilots side and if the duct is crushed, broken or come how clogged you will get plenty of air on the copilots side and little to no air on the pilot side.

both for me

Just took a look at mine after a little over 4000 hour on my 62C. Surprisingly there was almost no wear and I confirmed it is still original.

I lean in climb all the time, even if i'm only climbing a few thousand feet

sorta, jep only allows you to down load and install on one card unless you have a multi unit subscription. there are people that will hack the down load to trick it into thinking it hasn't been used yet then load it on more then one card but most people who have one subscription and two 435/530 will put the current database in one unit and the month old in the second unit. as much as i hate paying for the subscriptions the cost of the 2cd unit is really not too bad.

Dave, MPH(right around your personal minimums), and yes i did 2 that day, I can not tell you what the exact crosswind component was but the winds were favoring a 30 deg runway component but when they shifted towards a cross wind you felt it, I was going to call the flight after the first landing, but we had only been out for a little bit and even though the winds were shifting around and gusting I was able to make a safe landing so we decided to go back out, the second landing was at a neighboring airport to drop my pax off and honestly if we hadn't ended up on the ground I was headed home and would have driven him back, by the third landing back at my home field was easier then the first, but i was ready to be done flying. as for personal minimums, I am usually more conservative then that, but i did have alternatives that had a direct head wind component and i wanted to see how the plane would handle. I have over 5000 hours in the P-3 orion and that has max demonstrated cross wind component of 35 kts, but we have landed them in higher winds then that when necessary. It's not something to do routinely but it's nice to know the aircraft's capabilities if you need it. Brian

Dan, Before that experience i had a more harrowing one in a maule, I was flying right seat for a friend who was trying to get use to her new plane and to check out the new VG's she just had installed. it was a nice day but the winds were picking up, we did some slow flight, power on and power off stalls. I was very impressed with the new characteristics, it was very hard to stall the plane. once we got back home she shot 2 landings that were good but she was doing a lot of correcting especially near short final and she wasn't happy with them. she asked me for some advice and since i didn't know what the winds were doing i said let me shoot an approach to see what she was dealing with. I already had a lot of time in her right seat and plenty of landings so i was comfortable with the plane, as we came around the pattern everything was normal, just some minor corrections for the wind (maybe 15-20 mph 30 degree crosswind component). we turned final and i had to deal with a little extra chop (not unusual due to the tree line prior to the runway) as we got over the threshold the plane suddenly lurched, the right wing violently dropped. I immediately applied power, corrected and got the airplane upright but now i was no longer lined up with the runway and very very low and slow, normally I would have just used the taxiway as an alternate but it this case there was none because it was torn up and being redone. the area where the taxiway had been was now covered with men and machines and was not an option for landing. making minor corrections with the rudder I got myself pointed back towards the runway, got my speed back up and went around, I don't mind telling you i was very relieved when i was able to get a positive rate of climb. as i was coming around the pattern for a second time I tried to figure out what had happened, my first thought was a stall, but my right wing dropped not the left and i wasn't cross controlled at all. the next time over the numbers i carried a little extra speed, this time when we hit the burble i was ready for it and landed uneventfully. what I did figure out was that while they were doing the work on the taxiway they had built a huge mound of dirt at the end of the runway, the winds were coming off the top of the mound (about 50 ft higher then the runway) and swirling rolling over the end of the runway. (they moved the mound soon afterwards). when we talked to one of the instructors at the field who had been watching from the ground he said we had rolled over 90 deg and he was sure we were going in. the owner of the plane and my daughter who was in the back seat never realized just how close we came, they realized something happened and knew we went over but I got us back upright quick enough that they were not concerned.

the only time the serial number really gets looked at is when the unit goes in for service. you do not need them for subscriptions.

those winds, wing down top rudder, approach flaps hold nose off until both mains are planted. neutral rudder as nose settles, aileron into the wind as necessary, flaps up on roll out usually just before turning off the runway. Now 40G50 is another story and not something i would do everyday, but I have done it in my mooney. flaps approach, airspeed 3-5 MPH faster then normal, crab into the wind (not enough rudder to go wing down top rudder) over the runway decrab as the mains settle, dump flaps when all gear is planted (stable) on the ground.....let out a big sigh of relief.......... oh wait i forgot about the part where i hit the wind sheer on short final...... as I was over the threshold I hit windsheer, I knew it was there because a friend of mine was flying from the right seat on the first approach and i had to take over and do a go around. because i was expecting it, i was carrying about 10 mph extra speed on final, we passed the area we encountered the initial windsheer and were probably 20-30 ft agl over the end of the runway slowing when we hit another microburst and the plane started dropping like a rock. I immediately initiated wind sheer escape procedures....full power nose up about 8 degrees. it only took a few long seconds but my rate of decent was arrested and i was just waiting for a positive rate of climb when i touched down nicely on centerline....i immediately chopped power pulled the flaps and rolled out like it was an everyday landing. the truth of the matter is I would not have attempted the second approach if I had realized just how bad the windsheer was, but I have had other pilots try landing my mooney from the right seat before and most of them get slow and tend to pull the nose up on landings so as soon as i see that they are not correcting enough i apply power and take it around, with the bumpy ride we were getting, the winds and his unfamiliarity with my plane i was expecting to take over and did still relatively high and before the worst of the windsheer. I did perform several other landings that day at my home field where the cross wind component was only about 35G45 with no windsheer and the plane handle great. it is nice to know that we have a platform that is so durable in most conditions I would never have gone out in a 172 or a small piper that day, but never though twice about taking the mooney up. Now I do have a friend that would take his 170 up, but that is another story in it's self. Brian

About 8 yrs ago when i fist bought my plane I upgraded my panel and installed a 430, about a month afterwards a group of thieves out of florida made their way up the east coast stealing avionics. they hit my airport and two other local ones on their tour and you guessed it my 430 was one of the missing pieces of equipment. the police had a few leads, but nothing they could act on, the even fingerprinted the plane looking for evidence, but these guys were pros. the insurance company wa great and i had a new one install with in a few weeks, but i kept looking on trade a plane, ebay and any where avionics were listed hoping to catch the guy that violated my poor plane. one day a few months later i saw a 430 on ebay, said it was removed for a panel upgrade (when everyone was upgrading to 430 and 530's), it also had a familiar smudge on the upper right corner of the screen....i had accidently touched mine in the same location on one of my first flights and never wiped it off. out of curiosity i sent a message asking some basic info about it and since it was when the was upgrades were just about to be offered i asked for the serial number to "see if it was eligible to be upgraded". a day later i received a response which included the serial number....MY serial number. as you can guess i was on the phone with the police with in minutes, with in a day members of my local pilot group had pulled all the info including pic of the individual selling the radio. I turned all of the info over to the police, I had hoped for instant gratification but the wheels of justice move slow but atleast they didn't stop. a few months later i received the call that they had arrested the whole crew and thanked me for the info that helped make the case. one of the things i was asked was how i had the serial numbers of my equipment, they said most owners could not provide that info when requested. that kinda made sense to me because unless the avionics shop recorded them in the logbook when the avionics were installed most of that info can get lost or never given to the owner at all. I hope these guys get caught, i was lucky no damage was done to my plane, but these guys don't seem to care how much damage they do. brian

I have a german shepherd who loves to go flying, he will sit up and look around for takeoff, landings, and when we are flying low, as we go higher up he lays down in the back seat and naps. the big problem now is that i just re did the interior and I want to keep it looking nice so I haven't let fly with me lately. I did bring my daughters dog down from maine the other week, we covered the back seats and put a crate in. her dog is half the size of my shepherd and i was flying alone so i didn't want to let him free (that and the new interior). he was a little rammy until i started the engine then he settled down and slept for the 2.5 hr flight. after i shut down he made it clear he was ready to disembark but all in all her did great. now i guess i will reevaluate putting blankets down so buddy can still go flying with me. he is too big for a crate but has always been well behaved so i should only need to clean the nose prints off the windows and maybe wipe down the side panels.

You are correct clarence, the vernatherm is not adjustable, I was thinking oil pressure not temp when I answered earlier, Mark, looking back you said your pressure was up even with the high oil temps? did your pressure go up after the oil got to operating temp? i ask wondering if you have a blockage somewhere or was a gasket installed incorrectly blocking an oil passage.

Bob, I just replaced my interior with an airtex interior, I did the upgrade to leather and am very happy with the work they did. They were also great at making alterations to make the fit more precise. I also had older seats that required custom fitting, because of that I just had them install the covering on the seats which was only a few hundred more, but was worth it to me not to have to play with it. As for the krylon on the plastic, it works great. I just haven't found the correct color for my new interior so I will have to get mine custom painted. Brian

+1. I haven't needed to use it on my plane,I just make sure the connections are clean and tight and I have had little to no corrosion on both gill and concord batteries.....I prefer the concord it seems to have better qualities over all.

You said new vernatherm, it may need to be adjusted.

The comment was more about the previous owner then the aircraft itself.