Oldguy

Just read through all of these posts, and these two caught my eye. Shortly after I had my Aspen Pro installed, I had an AP and Aspen "spitting" match just at the start of an approach in solid IMC. Nobody could ever find anything wrong with the hardware- it was even sent back to Aspen for testing - and these have me wondering about the cabling. My plane is currently in the shop for the MAX upgrade and MFD installation, and I will certainly ask the shop to check out the existing cable and see what they are using on the new install. Not overly fond of proprietary hardware requirements for something which is built upon an open standard, but I have been around the tech industry long enough to know sometimes there really is a "secret sauce" a vendor includes in their seemingly standard product. We'll see how this works out in the coming weeks.

I know what you mean. My daughter went to school in Alpine, Texas, about 24 miles from the MacDonald Observatory, and remarked how many stars you could see out there. Alpine is such a small town, the population doubled when school was in session - 2,400 to almost 5,000!

Of course, as a friend of mine learned at KORL, they can use the 30 day notice to terminate your lease and rent it to someone willing to pay more than you are. Essentially evicted him and his two planes three months into his lease for a King Air willing to pay 50% more. And yes, it was Sheltair.

Rusty doing his pre-flight panel check.

iPad mini fits nicely between the horns of the yoke and a RAM or similar mount can put it where it does not block anything but is still easily seen. Some mount their EFB on the co-pilot panel (see @gsxrpilot or @Bob_Belville) and angle it to themselves. Or some have two iPads and an iPhone (all legal under ForeFlight's license) for redundant redundancy. So many options to choose, but most recommend a cell-capable iPad so as to be able to use the on-iPad GPS should things completely hit the fan.

@Hyett6420 Take care of yourself, kid.

I get my hopes up every time I see a link for the schematics, but I have yet to find a single copy where I can read the page for mine - 24-1492. If anyone has a legible version, please let me know. TIA

And you may as well check the date on the nose wheel shock disks as well. In for a ¢ in for a £.

I will see you there.

Maybe @gsxrpilot and some other 252 drivers can chime in...

I will still go with my Los Azulejos when I can find it, and a trip to SNF at the end of the month may end up with me going by Total Wine in North Tampa where they reportedly carry it from time to time... Of course it may be in the "Skelly" or Picasso" bottle.

Trying to sniff out anything that was missed?

Normally 75% XC and 25% local, but since I have been pumping AMUs into the panel and interior, it has been local for the past 9 months.

Would @tomgo2 have any thoughts on this issue? He might have some info on Ray Jay turbos...

FYI, the price on this just dropped to $93,500 OBO. N7048V

And I believe Jimmy has said several times on here, a text is usually more likely to get answered than a voicemail or email. FWIW.

This may sound like a stupid question, but I excel at asking them. Have you been using the same tank on all of your tests? Could the difference in static versus in motion be a symptom of fuel pickup problems in that tank, i.e. the pickup has gunk on the bottom of it and strangles fuel flow and the top is fine until fuel flows to the back of the tank? Like I said, stupid questions, but, hey, I play to my strengths.

Several Mooney mechanics I know identify the TSIO-360-GB as "Gonna Break". Not being a K model owner, I have no experience with those engines, but I am sure there are plenty on the forum who do. If the 2003 is the date of the latest engine work, and there are only 130 hours since it was done, I would be concerned about the condition of the engine regardless of type. It seems the 231's are the best value in the Mooney lineup at this time, so you should be able to find one with what you want.

You can check the All American website https://www.allamericanaircraft.com/default.htm or contact @jgarrison directly. If there is a Mooney for sale, he likely knows about it. Other off-the-beaten-path places would be putting in a call to a maintenance shop like a MSC to see if they have anyone they know who might be interested in selling their plane. Also, be ready to jump on it when you find one, and make sure you can get a good PPI by an experienced Mooney mechanic before you seal the deal. There is a list of "cheap" planes where the purchase price was exceeded in the first year by repairs or the first annual. Don't be that person.

You might want to add the engine monitor data to your post. Also, maybe @Cody Stallings can check in with some insight.

BC supposedly has a nice micro-climate where the wines produced are similar to those from the Columbia Valley. My nephew live in Kelowna and speaks highly of their wines (but prefers the local craft beer).

I will probably put my 900 in portrait as it matches the layout of my current 830 and the space on the right side seems to carry more information in portrait than landscape.

I pulled down the chart for my area (ELUS18) and printed it out on a plotter when I was doing my IR. Just downloaded the PDF and sent it to the plotter. Comes out in a 60 x 20 sheet. Nothing really fancy from what I can see. Here is where you can link to whichever chart type you want to see: https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/

@JP Dice the other thing is to make sure the cover on the indicator is clean and clear. Over time, it will yellow and make it harder to see in dim light.

I did the Aspen/EA100 upgrade to my J and at the same time put in the KEA 130A and KAS 297B for my KAP 150. The cost for the two instruments was about 2 AMU and installation was minimal while they had the panel apart doing the Aspen (I think they charged me $400 to put them in).