gsxrpilot

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gsxrpilot last won the day on November 10

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About gsxrpilot

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  • Gender
    Male
  • Location
    : Denver, CO
  • Reg #
    N252AD
  • Model
    M20K 252 TSE

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  1. Yes. Mooney has been out of business many times before... we're still flying them. There are other companies that make Mooney parts, i.e. LASAR. Having Mooney in business doesn't guarantee access to parts from Mooney. There are many parts they haven't produced in years. The salvage market is alive and well... meet @Alan Fox Many parts for our Mooneys are available off the shelf from places such as Aircraft Spruce. Owner produced parts are a real thing and an approved option. Mooney might not actually be out of business. This might be just a temporary pause. I'm not worried...
  2. Yep, I already own it. It's still sitting on the shelf at the avionics shop. The plan is as soon as my number comes up for the Max upgrade, both the MFD and the PFD that's in my airplane, will both go in for the upgrade. On the return, we'll install the MFD.
  3. I don't have the third screen, but my thought process on this is... SV and the AOA need to be on my PFD. They are both most useful when close to the ground and landing. That's when I'm focused on the PFD and so I want them both there. Stormscope and traffic are good on the MFD or even on the GPS just a few inches further over. Stormscope, weather, traffic, and map can be distributed as needed between the MFD and the GPS to get the view that works best. That leaves nothing for the 3rd Aspen. Just my $0.02
  4. I have my O2D2 mounted the same way in the same location.
  5. I've thought about this a lot as well, but can't come up with a good reason for the third screen either. I talked at length with Brian Lloyd about it also. He has three screens and flew his K around the world. The only reason he could give me was additional redundancy. And I guess if I were over the ocean with another 12 hours to go, the extra redundancy would be comforting. But we already have redundancy between the PFD and MFD panels. And if I lose one of them, I can still get down or get home, so a third doesn't seem to add much for me. Also, any data I might have on that screen, is likely already on the GPS (IFD540) screen just another 6" to the right. I can't see a reason to add the third screen... and our panels aren't super huge with a lot of extra room either.
  6. It most certainly helped cooling in my M20C. A reduction of even just 50 RPM made a difference in the climb and would bring the hottest cylinder down from about 405 to 380. Fewer explosions per minute? Made sense to me. Now the 252 is very well cooled. I can climb at full throttle, full RPM, and full rich, from sea level to FL260 and never reach 360 on any cylinder.
  7. I'm in agreement here with @Bob - S50. The only reason to back off the RPM in the climb is for cooling. Some Mooneys can run hot in the climb even at full rich mixture and reducing the RPM just a bit, e.g. 2650, can help with cooling. But the vast majority of us climb at full RPM all the way to altitude. I would also mention that 25 squared is a bit of an outdated practice as well. While 2500 RPM is not unusual, most typically run full throttle in cruise. There are exceptions to this especially when running at relatively low altitudes, such as below 5000 ft. As Bob says, this might just be from the way you're running the engine. Having said that, since you're in NC, it would still be worth a quick flight over to Morgantown to meet Lynn at AGL. You're gonna need a good Mooney shop sooner or later, and he's the best in your area.
  8. I have a different take on this and could be way off... but from the little bit I know... I don't think the Meijing group ever intended to run Mooney as a profitable business. It's just a rounding error on her balance sheet. I expect when the trade wars with China are over, they'll start back up and go on as if nothing happened. The Meijing group is required to be in the aviation business by Chinese regulations. So they are. But with the ongoing trade war, they've been given the green light to shut it down for the time being. And with no loyalty to the brand, the employees, or even the profit that would come from a properly run enterprise, they've just turned off the switch until they need to turn it back on. So I don't think this has anything to do with the balance sheet at Mooney.
  9. Note that the installation of the EDM-900 is not technically "avionics". At least over here, any A&P can install the engine monitor. And their hourly rate is typically quite a bit less than an Avionics Tech's rate.
  10. I don't think you're gonna reach anyone at the factory this week.
  11. I'm pretty sure there's no chance of rupturing a lung in our relatively slow climbing, unpressurized Mooneys. This can happen with SCUBA because of the rapid changes in pressure under water. It can also happen in the case of explosive decompression in a pressurized cabin. In our case, you'd have to hold your breath for the duration of a 10,000 ft climb or more. I can't hold my breath that long. And if you held your breath and jumped out of the plane at FL280, it might be a collapsed lung, not ruptured, as you fell into thicker air.
  12. Either you've got a bad set of Halos or they're more difficult to figure out than I thought. I've never had any of the issues you speak of. The sound quality both speaking and listening is superior to my Zulu3's. I was on a phone call, through my Halos, via Bluetooth to my PMA450b audio panel during my run up. The party on the other end of the call, also a Mooney pilot, didn't believe I was in the airplane, much less running it at 1700 RPM. I also recently had cause to listen to some transmission of mine on LiveATC and the recording is very clear. And I'll also say they stay put much better than the Zulu's in turbulence. The wire frame of the Halos can be manipulated easily to just the right position. And once there, it stays there. I hope you're able to work it out so they function properly for you. Because for so many of us, these are the best headsets we've ever worn. And I'd like you to be able to enjoy the superior comfort and performance as well.
  13. I don't think the problem is selling airplanes. And that is a surprise to me. But evidently, according to a few guys out there selling new Mooneys, they are selling everything available. The problem seems to be that they can't make them fast enough. When everything is done by hand and they can only produce 6 airplanes in a year, the numbers don't add up.
  14. Pushing the button is, for me, the last line of defense. If all else fails, I hope I can push the button and yes, hope to regain lucidity in thicker air. It's better, if only just, than letting the autopilot keep cruising along at FL260 while I try to muster enough consciousness to start a descent. But it is the very last line of defense. I have twice had issue above FL200 that required an immediate descent. Both times I recognized the problem and managed the descent myself, including telling (not asking) ATC what I was doing. Neither time was an emergency descent required, but rather a well organized descent worked just fine. My wife has been above 20K with me once and twice I've had other pilots with me at FL230. It's not a normal thing for me with passengers.