peevee

I have this for O2 and I'm happy with it (only 2 though, no need for 4) https://www.preciseflight.com/general-aviation/shop/kit/planepack-4-people-all-one-connector-kits/

Every time I tried they flaked on me. One of them was going to be a 50/50 and he waited until just after I leased a hangar to flake....

that's almost impossible. It's best to buy the plane then sell shares. getting people to agree on something never works, at least in my experience.

You adjust anything and the MP fluctuates, mixture, change altitude, prop rpm, sneeze etc but I tend to push up to 25" on the roll and wait for the turbo to spool, then push to what I need, 30-36, beyond that there isn't much of anything to watch.

I get close to 190 true @ FL180 @ 29" MP and TIT of 1500-1515ish. Hard to see with the glare, but that's about 188, and yes, it's adjusted correctly. Thanks for the lecture, I understand fully how intercoolers work

With an intercooler I see 185-190 true much lower, like FL180.

Love the lpv. Less work for the approach controller too I'm sure, less vectoring.

ours is a bench style

We have a 231 at bjc, I was planning to fly tomorrow but I avoid apa like the plague. I can measure whatever you want or meet up. Ours is a 79/80 though. Also redone.

Shouldn't be. Unless it broke and someone glued it on for some reason. I have a 3d printer cover around here somewhere I never used if you want to try it.

They do

http://mooneyspace.com/topic/18349-klixon-covers-version-6/

I'll try, I'll see if I can stick a camera in the turbo inspection door. My first thought was exhaust leak as others have mentioned but our a&p swears it's OK. We've had two shops do work on the plane this month and neither flagged it so.....

we get a similar white powder looking coating, mechanic swears it's nothing to worry about, I'd sure like to know what it is

have I already mentioned the horrible things I would do for a skyview system in the mooney?

Does the required test call for extending the brakes a d then shutting off the master? I sort of doubt that procedure is specified anywhere.

haha yes, yes it does. Let it get just a little slow and you can really see some sink on final, I used to enjoy that.

Thank you, it came up at annual when they were due for lube and inspection. He mentioned for whatever reason that he did that and one side hung up, I think he banged on the wing and they snapped down, I'm sure just something hung up there. I'll have our regular mechanic run it down once I verify the condition exists. I don't know about the other partners but I only use the brakes about every 4th or 5th flight anyway.

Not much space to park a plane. Really nice job. As a side note, I always liked the arrow. It's slow, handles like a truck, but I could always fly the crap out of the arrow.

Interesting to hear, apparently if you extend ours, leave them out, and cut the master ours don't either. One side goes down and the other wouldn't. Go figure?

FMM to BJC is like a half hour and FMM doesn't have much nor would I want my plane sitting out on the ramp in the afternoon there. I'd just press on.

quite often.

It's not rocket science, just have to plan ahead and not do dumb things like... try to fly I70 not realizing there's a tunnel 800 or however many feet below the pass that you can't climb over or make a 180 in. CPA makes it very easy as mentioned above, get the free map. Follow the suggested routes. Don't fly towards higher terrain until you have the altitude you need to cross it (ie don't fly up canyons/valleys). Cross ridges at a 45. Don't fly in the mountains if the peak elevation winds aloft are above 25-30 out of anything westerly, get on the ground by noon-1pm, don't plan of flying the mtns in the winter... etc...

yyyyep. weather it falls to the ground or not it stands to reason by definition most to just about all thunderstorms contain hail...

You want to be on the ground by about 1pm. Beyond that it's thunderstorm city. They generally form on the front range and move East so you might sneak in a little later but I wouldn't really count on it.