mooniac15u

29.92 is only for standard conditions. It should be the altimeter setting minus the effect of elevation.

I think this was probably about as much as we could've hoped for. They were never going to let us install whatever we want without some approval basis. As long as the STC process gets cheaper and easier I think we should count it as a win. I think a G3X is absolutely the kind of thing that will be within reach assuming that Garmin gets on board. I doubt the FAA will approve any STCs without manufacturer participation. Lowering the barrier to entry should also improve competition. If Garmin doesn't want to get the G3X approved then the new rules make it a lot easier for someone else to offer a comparable product.

The J's started to get fat in the mid '80s. I think this was the main reason for the gross weight increase.

This is probably the most relevant statement for current owners: "With respect to the existing fleet, the FAA does not expect the revisions to part 23 to provide immediate benefits to older airplanes. However, when an owner of an older airplane applies for a change to the airplane’s TC in accordance with §21.101, the applicant may choose to use the more flexible performance-based standards. In addition, as discussed later, the revision to § 21.9 will enable expedited approval of certain parts that will benefit the existing fleet."

The first question to ask would be about its experimental status.

The FAA defines time in service as follows: "Time in service, with respect to maintenance time records, means the time from the moment an aircraft leaves the surface of the earth until it touches it at the next point of landing. " So, when we are using tach time it is just an approximation anyway.

This ad was on Barnstormers recently. Based on the owner's name it looks like it's the same plane. You might want to ask if they did some upgrades to justify the price increase. MOONEY M20E SUPER 201 • $44,000 • FOR SALE • 1965 Mooney M20E super 201. Less than 450 hours SMOH. Just over 3000 TAF. Annual May 2016. 201 speed mods. Garmin 430 WAAS. JPI engine monitor. Garmin GDL39A. Maintenance in last 12 months includes: new starter, new battery, new alternator, new voltage regulator, new vacuum pump, new Garmin 327 transponder (not ADS-B), new altimeter. Excellent flying plane. Cruise at 145 knots at 10 gph. Extended range tanks hold 84 gallons. Plane has always hangared. Hangared at KMFE. Log books are complete. Price reduced $5,000 for tanks to be resealed within the next 2-3 years. • Contact Jason Cammack, Owner - located Mission, TX USA • Telephone: 210-334-9606 • Posted September 16, 2016

Your engine doesn't care how many hours your tachometer thinks it has. TBO is magic number that doesn't directly apply to part 91 operations. Your engine will need to be replaced when it needs to be replaced, not when your tachometer reaches 2000.

Have you contacted Dawley Aviation? http://www.dawleyaviation.com/home.html You might be surprised with what they can repair.

Did you end up buying something or is this one you are looking at?

I think they all do that. The pressure differential is probably why a small defect in the seal can cause a relatively loud noise. The pressure should help it seal but as I recall the main window is slightly curved and the small part that you can open is essentially flat. So, even with the pressure holding it shut it isn't flush against the main window at all points along the edges. Pushing on the edges and corners will change the sound of the hiss as the window flexes a little.

The FAA has already approved the Dynon D10A and the Garmin G5 as primary instruments without making them go through the traditional certification process. A year ago you wouldn't have been able to convince anyone on MS that was going to happen. ISTM that the FAA has already demonstrated they are willing to embrace a new approach.

The pilot side window window can sometimes cause a hiss if the seal is going bad. Next time you are flying try pushing on the window and see if the hiss changes.

I had a similar problem in my M20D. With just the heater it got hot up front and I could reach back with my hand and feel the temperature gradient. Resealing the door helped a lot. I also found that adding some vent along with the heat helped circulate the air better because the vent air had a lot more velocity. The trick is finding the right mix.

I think mine was modified by the factory at the time of manufacture. I didn't save a digital copy of the logs but I was able to find some old images of the original W&B documentation. You can see the sheet is dated 1-16-63 and it has the Retractable gear kit written in.

The link above is for the fluorosilicone o-rings which some have decided to switch to because they last longer. They are also significantly more expensive. The Mooney SB calls for MS29513 o-rings -010 and -338. http://www.mooney.com/en/sb/M20-229A.pdf These o-rings are available at Aircraft Spruce. http://www.aircraftspruce.com/catalog/appages/fuelorings2.php?clickkey=10586

Air Parts of Lock Haven recently told me it was about $120 plus parts to IRAN a Rochester oil pressure gauge from a 1981 M20J. On mine the gauges can be individually removed.

Another thing to consider is the potential long term impact of having your ADS-B transponder dependent on specific navigational equipment. If you install a 430W and use it as a position source for a specific transponder then at any point if you decide to replace the 430W you have to make sure the replacement is compatible with the transponder. For example, if you install a GTX330ES with the 430W as the position source, are you forever stuck with owning a Garmin GPS in order to keep the transponder working? Installing an ADS-B transponder with its own position source may cost a little more now but it might give you options later and it might even save you money in the long run.

What's wrong with your fuel pressure gauge?

It appears that this aircraft was previously registered as N3220F. It had an excursion off the end of a runway in 2003. The NTSB report says, " Examination of the airplane by the FAA inspector revealed substantial damage to the propeller, nose gear, and fuselage " So, it's probably reasonable to guess that the engine and prop were overhauled/replaced at that time. http://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20030717X01122&ntsbno=NYC03LA160&akey=1

You don't need WAAS navigational capabilities to be 2020 compliant. There are lots of ADS-B solutions with internal position sources for far less than $20K.

There's an unmodified D for sale on ASO right now. https://www.aso.com/listings/spec/ViewAd.aspx?id=165149&listingType=true&IsInternal=True&pagingNo=1&searchId=27830334&dealerid=

Well, I'm glad you've informed us of the CORRECT way to name these. Those of us that have actually owned one were at risk of the name police issuing us a citation for all those years. The M20D model name was "Master."

You might also want to check the window on that side of the plane. They have been known to leak.

I see your friend has a KR 87. My KR 87 is wired with a remote flight timer reset button. Could it be that?