par

It would come up on my phone while logged in but it hasn't happened so far today. I'll post if it does.

As requested...

For those who aren't paying, these ads completely block navigation on the website. The way way to get to a forums once these ads pop up is to click on the ad, then use the back button to go to the main page to then select the forum all over again. Of course, if the ad pops up again, you can forget about all this as you will have to repeat the process. Oddly enough, this only happens on my iPhone. Is this how the ads were intended to operate?

While I don't see the kind of inconsistency you are seeing, I have been able to get my fuel flow below 8gph at or above 8k. I do however find the following on my engine as I lean it: -#3 like to run warm (380+) at full while while all other cylinders run 20-30 degrees cooler. -As I begin leaning after leveling off, #3 CHT will drop rapidly to the 350 range while #2 and #4 will start to increase towards 380+ -I can usually lean to about 8.5gph consistently on every flight but to go lower is no guarantee. The picture below shows one of my flights where I was seeing 7.5gph or less. -on my last flight, I had a tough time keeping #2 and #4 below 390 in cruise. My fuel flow was sitting right around 8.5 on that flight. OAT was around 14 degrees though compared to 1 degree in the picture below. It would be nice to see the same numbers every time but that can only happen after spending a ton of money on a devil I know nothing about.

That's pretty much how I operate. I simply tell her that every dollar added is 2 dollars gained. We all know that's completely true.

May I ask how much explaining this took to the better half in terms of cost? Ballpark will do of course.

I thought this was an old CB Mooney forums and here you go throwing up pictures of a 787 cockpit.

I also plan to wait it out, that is if I even end up keeping my current Mooney long enough. My plan to get a second hand 430w when their prices drop to 4k and then add what I need to make it ADSB compliant. Personally, that is about all I need and about all I can justify spending on a plane that isn't gaining in value.

I thought I would give an update in case anyone else is looking to follow in my CB path. I ended up purchasing a KN-62 with all the necessary bits for $600 with a short warranty as it is a used item. The reason I went this route was to keep my install cost as low as possible. Based on the shop's estimate and my A&P doing some of the grunt work, it should be around 5 hours @ $90/hr and another 2 at $40/hr. So, I'm looking at an overall cost of around $1100ish and that's about all I would like to spend. Had I gone with the KNS-80, I would be looking at purchasing a new VOR since my current one isn't compatible and the install cost would have been a little higher as well. I figured I'll just save that money since all I really need is DME to shoot most approaches for now. When the time comes, I would rather put this money into a good GPS. Installation is scheduled for mid-July and I'm looking forward to not being restricted to VFR flying.

Thanks to the good weather, I was able to make a breakfast run from Virginia beach (KPVG) to Long Island, NY (KFRG) with a Marine buddy. Overall, the flight up was about 3 hours due to a fuel stop and 2.75 hours on the return trip. Hopefully the weather will not develop as forecasted and we can sneak in some landings on Tuesday!

To echo the response above, I too agree after spending the dough for one against my willingness. High indicated oil pressure was one of the primary reasons I went this route. As it turned out, it was the gauge that was at fault and that was easily confirmed by the engine monitor.

You are in luck my friend because I also own a 63c and had similar questions before I decided to go ahead and install an EDM-830. From my limited experience, I have learned the following (I run WOT/2400rpm in cruise with a 3-blade prop): -First, you can pretty much forget about keeping your CHT's below 400 on at least the #3 cylinder if not on more during T/O and climb out. My 50 year old mooney gauge used to show close to 500 at times, which was the original reason I installed the 830. It turns out the stock gauge was incorrect but I regularly see CHT's above 400 on 2,3, and 4 during climb out. After speaking with several mechanics to include Don Maxwell (Mooney guru), no one really seemed all that concerned with this fact. My recommendation to you is to stop worrying about it because there is no 100% solution to this issue with our plane. It does appear to be a common complaint though. -As far as LOP/ROP goes, you can see the picture posted below that shows my average fuel flow of 7.5gph during my last flight at 9k. This is certainly LOP operation and my CHT's are very happy at this setting. I would not attempt this without the EDM-830 but for your information, my procedure is as follows: After leveling off, lean until roughness, richen it up until it goes away and then lean very slowly to accept a very minor amount of roughness (almost undetectable to someone who does not fly my plane regularly). -I have noticed that if I lean the engine out partially or if I richen it up with a couple of turns from the point of roughness, my not only do I burn 10gph but the CHT's will also remain close to 400 on #2, #3, and #4. From my limited experience, our engine appears to like running slightly LOP as far as CHT's are concerned. -My recommendation to you is to invest in an EDM 830 and keep all your factory gauges to meet legal needs. Mine cost a grand total of $2700ish including the installation by ly independent IA. Shoot me a message if you want more info.

So how the heck do you clean all the crap that is in the wheel wells? There is oil, dirt, water, and whatever else the tires can kick up in there and it needs to be cleaned before it can be repainted. Soap would be the best choice. Is there a particular type of soap that is acceptable? How about some high end car wash soap?

A lot of the old pain inside the gear wells is actually chipping and peeling off down to the bare aluminum. I'm worried about doing all the work of cleaning and painting only to have the same issue shortly thereafter.

The condition of the paint on the bottom of my Mooney and LG area (wells/doors) needs some work. The rest of the plane is actually in very good shape in terms of paint. I would like to attempt the re-spray myself in the gear wells at the very least but the tough part will be the removal of the old paint. I have been searching for the best method for paint removal and it seems most shops like to use chemical stripper. Is it possible to use a blasting method instead to accomplish this task instead? If not, what is the reason for choosing a chemical stripper over blasting? Blasting seems like it would be much quicker and easier with better results. Also, once I get the old paint off, will I need to prime and paint or just paint? I will simply be matching the current white paint so its nothing fancy. I'm curious to see what some of you have done in the past. The only shop quote I've received so far was 6-8k just to do the gear wells and fuselage bottom and that's a no go for me. Par

What a nice Mooney! Wish I could take if off the owners hands.

So I just spoke with a shop and they said to first determine what DME was originally authorized for a 63c. I'm looking on Google to find this info but no luck so far. Also, my panel is not the original panel as it was updated in the 90's. What impact does this have on approved equipment? I'm sure whatever was originally approved is severely outdated by now and since I have all digital "modern" radios, the same should apply to DME. It seems most places want 10-30hrs of labor to install the KNS80, which I can't justify. DME might be the only option for me as it will simplify the install since it does not have to link with a CDI and is more of a standalone device. The only question now is, which one is approved for use in my Mooney.

I saw another one for $400 that includes the tray, connector/harness/antenna for less than $400. I want to keep 2 NAV radios so I will hold onto one of the two I already have. The only issue will be space for the 2nd NAV radio. The transponder is currently at the bottom on the stack but that can be easily moved to the open spot on the right side of the panel. I called a couple of shops and both pretty much said that without looking at the plane, they would have to ballpark 10-30 hours of labor, which seems like a lot to me. Hopefully I can find an independent IA because that will save me a lot of money. On another note, is there an easy way to identify what type of CDI I already have? I don't recall seeing any manufacturing marks/model number on the CDI itself. I could justify spending some more for a KNI-520 as long as the install cost is reasonable.

Unfortunately, my trust mechanic does not do instruments. So, if anyone knows a good IA around Virginia or North Carolina, I would like to hear about it. I'm looking to get some old school avionics installed and I'd like to avoid paying $90/hr for the local shop if I can.

Yea, I just can't bear the thought of putting in a 10K dollar GPS. That money would be much better spent on a engine OH IMO. The capability provided by the combination of an iPad and old school avionics is all I need. Keep in mind, the Harrier only had a TACAN/VOR/DME capability with a moving map and it works just fine. GPS would be great to have but I'd rather let someone else pay for it.

Great advice all around. I think I'm going to go for a KNS80. I see one on sale for $700 with tray and connector. If I can keep the install cost at 1k, this will become reality. just so I am understanding this correctly, I can use my current CDI's with this unit? Will this allow me to remove one of my current NAV radios as well?

I wonder if it makes better sense to go with an older GPS because some can be had for between $1000-$1500. I imagine the install cost will be similar to DME.

Since I don't have want to spend the money to install a GPS, I would like to at least have DME in the cockpit for approaches. Since you must have DME to shoot many of the ILS/LOC approaches, it only makes sense to have it. My question is, how much can I expect to spend to add this capability? There are many DME devices on ebay for relatively cheap but the install costs could cause an issue. Any advice would be appreciated and if anyone is looking to sell their old stuff, I would definitely consider buying at the right price.

If you are asking about the 830, then yes. I paid $2100 for the unit and all necessary probes/sensors. The installation cost was $600 @ $40/hr as performed by my trusty independent mechanic. I think the cost was worth the piece of mind.

I don't know much about the differences between the 830 and 730 but my guess is that you should be able to adjust that is in the programming. The OEM Mooney CHT probe does not connect directly to the 830 but there are several ways to piggyback off of it.