orionflt

Get some time in your plane before you plan any major upgrades, since it is still in annual I would do my first annual and see what surprises arise. On he anniversary of the second annual I would start looking at upgrades, remember if you send it out for anything major your going to be with out a plane for atleast a month, for a paint job it can be 2-3 depending on the shop.

but it does qualify for complex and once you are comfortable flying it you can rent something with more then 200 hp with an instructor and get that stamp in one flight.

Welcome aboard, we all hope your plane doesn't have too any surprises for you and that you get years of enjoyment from it. feel free to ask questions there is a wealth of knowledge on this site and plenty of people willing to lend a hand.

Just out of curiosity, why a Mccauley? E and F models came standard with Hartzel and J's had the option.

the jumpiness could be because of the FF transmitter installation. the transmitter has to be vertical with the fuel flowing up (hard to do in a mooney) or horizontal position lower then the fuel servo inlet. also the fuel line should be secured to limit vibration. I have the MVP-50 also and my FF is pretty steady but i do get the occasional jump. brian

when I closed mine out I just sent in the final bill, Bob called to clarify what was included in the bill, then he deducted for the cam and a few other things that were not covered submitted the claim and i had a check with in 2 days. He also paid for a lot of the incidentals that were needed because of the work such as the oil and filer. My mount also needed to go out for work but that was approved before being sent out. brian

I stayed with QBE after having to submit my claim, their rates stayed the same so i didn't see a reason to change.

Scott, Keep me in mind, I have been thinking about collecting the pieces parts to build up an IO-360. It is not something i need at the moment, but if i can collect the parts cheap enough I will eventually build one up. Brian

+1

Actually it is a 62 model year, but it was built in 61. Mine is actually listed as a 61 mooney in the FAA database.

The biggest problem with doing the ground run is that the engine isn't run long enough to vaporize any water that has accumulated in the crank case. The truth is if you run it long enough on the ground to get the temps up, you might as well enjoy a couple of laps around the pattern.

I like approach flaps until the runway is made, as you said less to deal with on the go around, but there is also less trimming to do on final if you do put in full flaps. You also have the option of landing with approach flaps if there is too much going on.

Congratulations and welcome aboard. she looks nice, can't wait to see what you do to update her, I have her younger sister SN 1993. Brian

and we wonder why it take so long to get anything done thru the FAA with all the contradictions and interpretations.

I know, the only chance is if the EAA's recommended changes are incorporated in the part 23 rewrite. As for the certified used autopilot, their cost plus installation and any STC fees usually end up making it worth just installing new.

sorry should have been a little clearer on that statement, you do have to do a 337 for the change, and your local FSDO can decide that they will not approve the installation, there is also a blurb in the FAA AC23-1311-1B Limiting the equipment that is able to be installed as situational awareness only, that is where the Portable GPS falls in. unfortunately all this is subject to interpretation by the local FSDO's that is why certain items are allowed to be installed in one area while right next door the local FSDO says it is not allowed to be installed. with the 337's going right to OK, you may be able to slip some installations by, but if you get ramp checked they may want you to remove it prior to returning the aircraft to an airworthy condition... I have heard of this happening when being ramp checked on a cross country because of different interpretations of the FARS. they are more lenient on SA type instruments for engine monitoring then they are for navigation.

I would love to install the Garmin G3X system with autopilot, 8K for the system plus installation would be well worth it for my plane, 40K+ for the same capabilities with certified equipment is just insane.

currently, you can install any non certified avionics package you want in your aircraft, as long as all of your primary instrumentation is certified. hopefully in the near future the change to part 23 will allow the non tso'd avionics to be used as primary with the proper certificate change and log book documentation. you could also go the route of trying to get a field approval for the non tso'd equipment, but the in the past FAA has pretty much said the will not approve any. the link listed above has part 23 recommendations that make a lot of sense for general aviation, unfortunately they are not the ones doing the rewrite to part 23, and the bill that was passed gave broad interpretation on what is required other then stream lining part 23 certification of aircraft, so who knows what we will end up with.

I fly to breakfast on sunday mornings with a group of other pilots from my airport, we have a varity of aircraft from cubs and 170's to mooneys, arrows and lancairs. on one particularly nice day we decided to form up in a loose V formation and fly home. on this paricular trip my mooney was the fastest plane in the group, the slowest (and leading the formation) was a cub. I had everything pulled back, flaps at approch and maintianed between 85-90 MPH all the way back. it was a fun flight but i had to work hard becuase at those speeds everything starts to get mushy, and once we started the decent to fly over the field i had to break off becuse i picked up too much speed with everthing pulled to idle. as for fuel flow, not sure what i was burning because i did not have a FF guage, but i think i landed with more fuel then i took off with . on another breakfast flight, a friend of mine flying a Lancair IVP put me in my place (bragging on how fast and efficient the mooney is compared to the other plane I usally flew with). I was 2cd to last to take off in a group of 10 planes, he was last....by about 5 min behind me. I had already passed about three of the slower planes when he went zooming by me like i was standing still...he proceded to pass the whole line of planes, circle back to the end, and then proceed to do it again. then to rub it in more, he landed at the destination about 15 minutes before the first plane in our group got there.

The mooney ram air system bypasses the filter and gives you direct unfiltered air allowing for an increased manifold pressure (aprox 1") by removing the restriction caused by the filter. Mooney recommends this system only be used at altitude where there is no danger of ingesting foreign objects due to the lack of filtration. I will say that with the newer filter technology that restriction has been reduced significantly. I installed the challenger filter on my C and saw an inch of difference at 8500 ft, I was suitably impressed with the results, was defiantly worth the money IMHO. Brian

Normally if installed properly on the lycomings you won't see it because it is just longer bolts and extra or thicker washer installed holding the spinner back plate to the flywheel. I got lucky when I put my plane back together last year, I did the dynamic balance and found that it was already at .03 ips just from the static balance. I wasn't looking forward two taking the spinner on and off multiple times tweaking the weight.

No Chris, just the cyclic motion on the flight controls while jamming to xm radio will do the trick.

Rob, you forgot your asking price.

Yea, and I think Alan bought your mooney and parted it out, you did say it was a 63 C right.

Alan, What was the N number on the 63 with spar corrosion?