Mike A

Both of our labs wear the Mutt Muffs. We got them used to wearing them around the house by feeding them treats galore to keep them on. Periodically the brown one will shove her head between my wife and my shoulders in flight and knock them back off, but the one job my wife has is to put them back on (if she's even awake). We put one of the overhead straps right behind their brows and the other on the very backside of their head. Having the bottoms of their ears hang out is not a big issue, and if we feel like it we will shove the tip back into the mutt muff. Just make sure the ear is closed (laid over) over the ear canal and both are covered by the muffs.

We take our two labs on trips with no problems. One is 9 the other is 5. They both weight +/- 70 lbs. The weight limits our legs to about 2.5 hrs max. To load them I lay a towel out over the wing walk then I stand on the wing and my wife passes me their leashes 1 at a time. They lay on a dog bed with the seat belt buckled through their harnesses so they have a little moving around room.

http://www.higher-graphics.com/ has an extensive list of placards

Actually, change that. The Maximum Continuous Operation Limit is 210 hp (100%). The recommended max is 160 hp. Does that mean that the red box does not exist at all for my engine under normal operating conditions?

You are right. The science and premise behind it are the same. It was in opposition in my brain. The Max Cont. Power for a TSIO-360 is 160 hp, or 76.2%. Because all the LOP discussion use 65% for their low red box limit, I was applying the same red box principles to my operations and robbing my plane of the opportunity to perform since I was trying to get way too far ROP or LOP to avoid planting myself in the middle of a red box that really does not exist.

I would assume so. They posted webinars from Oct 2014. One thing that I found interesting was that the TCM person in the other videos stated that below the Max. Continuous Power no mixture setting is capable of causing detonation and the red box does not exist.

I took my 231 up for the first time since our local mechanic replaced 3 pushrod seals in the engine. Everything was great until I went to push the cowl flaps closed. To my surprise they popped right back out to the trail position. Anyone have ideas on what the problem could be?

Yes. You have to sign up through the Social Flight website, but it is free. There are acutally a bunch of videos already on there, including some from TCM about engine operation that is in direct opposition to what is taught at APS.

Has anyone seen this: The May 27th and June 3rd classes spark my interest.

+1. It reads pretty accurately after oil changes though.

I just went through this 3 weeks ago. My 231 was in the shop already and when they went to do the run-up, fuel started flowing out of the drain. I replaced mine with an overhauled unit - $700 from Ru Lon Aviation (Google searched). Shop charged me 1.5 hrs for removal and install.

Disagree. I watch the trends of 231/252's on Controller. If you have a 231, especially with a run out -GB or -LB engine, you are at best getting $90k with flawless paint and interior and upgraded avionics. Assuming you planned for a reman engine, you will have +/- $35k in your reserve. Combining those together (approximately $125k) it will buy you either: 1) 262 Trophy Conversion with mid time engine, damage history, and original avionics 2) 252 with mid time engine and original avionics Add $10k to that and you can get a 252 with run-out engine and upgraded avionics. Add $15k more ($150k total) to that to find the low end of the Rocket conversions and decently maintained 252's. Don't forget to add $8-$10k for sales tax for any of the previously mentioned purchases (plus broker fees if applicable). Hopefully, by the time that I reach the point of doing the overhaul on the engine (in 5+ years), my 231 will have the avionics that I want and installed, interior that I want and installed, paint I want and had done, and I will know the maintenance and behavior of the plane front and back. The only thing I would like to change is the engine type. I'm pretty sure that's the situation that OP is in currently. A reman -MB engine from Continental is $55k. Add $5k for removal/install, $5k for the STC work (guesstimate), and $10k for the required modifications and you can get yourself a 12V, firewall forward 252 on an airframe that you know and have customized to your liking for about the price of someone else's decent 252 that you don't really know the history of. I'd take the conversion. All. Day. Long. But my question was what is involved with obtaining an STC? If the -MB conversion isn't to your liking, how about getting your own Rocket STC (or buying it from them)? If you aren't changing anything beyond the firewall (minus placards and misc other stuff), how involved can it really be? How about getting an STC for a turbo-diesel engine when they come out? The 262 Trophy Conversion was $69k - $79k, but that included a lot of interior work as well (http://www.mooneymart.com/modifications/100MMA.php)

I could believe that it is not financially feasible for a company that is wanting to make money to do it, the demand isn't there to justify the costs. However what about a group of 5-10 owners who are interested in the upgrade deciding on one plane to be the test bed, splitting the testing and analysis costs and getting an equal share of the ownership of the STC? If someone told me that I could spend a few AMU's now to be able to do the upgrade when I am ready (or sell my STC to a willing participant) I would be very interested. The owner of the certification airplane would have to be on the hook for the engine and modification charges by themselves though...

What is actually required in getting an STC approved by the FAA? Is it feasible for an owner (or a few) to work through the process on their own? Since it has been done before, can any of that certification information or data be used for a new STC? I believe the 262 conversion STC is locked up in a legal hell probably never to return....

M20K__SMM - DOOR ADJUSTMENT.pdf

That is correct and given on the Aircraft Spruce website, however I don't have the ability to get my measurements are down to a tenth of a mm as shown in the sizing guide.

Can anyone tell me the correct part number for the Southco studs for the battery access panel? From the research I've done, it appears that they are the #85 versions (http://www.aircraftspruce.com/catalog/hapages/04-00285.php?clickkey=10548) however I don't have any of the other sizing details.

+1 My first thought was "is this guy a competitor trying to skim a few clients".

Call your Congressman/woman and tell them that the ADIZ is unconstitutional and does nothing to protect the political elite in DC then hope that they eliminate it before you head on your trip....

I'd do the 430W with the Garmin Flightstream 210 instead of the 650. https://buy.garmin.com/en-US/US/in-the-air/avionics-safety/sat-comm/flight-stream-110-210/prod153681.html

+1. This is about what i was looking at for a 750 when I redid my panel last year.

FYI, Fontainebleu Aviation at KOPF will waive their ramp and overnight fee for 8 gallons. They also operate the SS pump and you can use that towards your minimum.

Went to check the oil level after a flight today and found a bunch of birds gathered together. 3 of the 4 of them are based out of here, but they are never in the same general area on the ramp. Nice to see they get to mingle while we aren't around.

The number of K's on Controller.com have dropped from +/- 40 to 25 in about a month and a half.

They are identical minus the panel next to the pilot which has spots for the oxygen system on the K. If you click the J parts it will show you multiple options. They will also confirm what you need if you call them.