luv737s

went from this To this MVP-50 and love it..used many JPI units and this is easier to use in my opinion.

Have done it before, just take the clubs out of the bag and put them separately.

N6486U based at KBAZ. Red Mooney looking forward to seeing you. Mike

Went to Falcon Aviation on Friday, and bought a 35AXC, had 3 on the shelf. San Antonio

Pulled from M20C after Mvp-50 and Aspen upgrade. All working great when pulled. Vacuum pump 249 Hours since install. GPSS was connected to Garmin 430W. Precise flight III and cable- bought it to eliminate the precise flight AD. Vacuum system $150 STEC GPSS- $300 Precise flight-$50 EGT and Volts/AMP Gages-$50 Yoke-$50-SOLD Voltage Regulator-$50

They did check this. Turns out the voltage from the computer is not right and a new one is on the way. Thanks for the Help

Avionics shop just installed a 1000 in my m20c. Autopilot is an STEC 40. Last bug to solve is when STEC 40 is in Heading Mode, the yoke goes full right and we are unable to control the roll mode with the 1000. Anybody seen had this problem?? Have a call into Aspen but looking for more info.

If you climb out at 80MPH, Best angle, it takes about 3 seconds not 3 years to clear an imaginary faa Tree!! I have all my students count one potato, two potato etc. At 80 mph it is not hard to raise the gear and retract the flaps and either accelerate to best rate or keep best angle if the FAA tree (or you are in Montana) a while longer. Just remember our Mooney's get hot fast at that airspeed. The FAA tree is only 50 FT high, it is not a Sequoia in the redwood forest like so many DPE's see. That's what I teach in my C and no one has failed a ride yet with that technique. Heck the wingspan on my M20c is 35FT imagine another 15 ft. Just saying don't overthink it.

SOLD

Just sold entire package.

Just pulled for upgrade-- Garmin 430. Tray, Antenna (GA56), Spare Nav data card. Working perfectly with GPSS and 206 with STEC 30 Autopilot. $3900

Had this same problem. The ground wire behind the gage was loose. I could reach up behind the gage and push the wire and the gage was reading correctly. Thought it was the senders, had both overhauled (needed it anyway) but that was not it. Really check that wiring. Mike

If you are slipping any plane at maneuvering speed or above, you are really screwing up and you need to plan better. And don't tell me "ATC screwed me", you can ask for maneuvering vectors to help get you down or go missed! The original thread was about slipping on final not flying a 133 MPH final and trying to slip to lose some altitude. If you are fast and high on final...go around and fix your pattern. I am also envious of my Mooney brothers with speed brakes. I am training a Columbia 400 pilot and he is figuring out how the speed brakes can be used, wish my C had them!! Every Boeing pilot out there knows the value of speed brakes cause you don't slip jets!! Mike

Slip all the time. It is a fundamental maneuver taught to ALL private pilot students prior to SOLO. My C slips just fine at 80 MPH. If you forgot HOW to do a slip re-read the FAA handbook or go out with a CFI and practice, flight review is a great opportunity. Mike

Yes, and I watched the gear retraction.

During recent formation flight, pilot noticed my left main was sagging. Just came out of annual and checked good. Could air loads be forcing it open? Mike

Landing any plane with the potential for flap failure should be practiced...before it happens! All good pilots are taught the pitch attitude and speeds of landing NO flap..did it in the 737/A10/T38 and every plane I have ever instructed in including ours. If you don't understand why the pitch is higher, maybe a review of lift and angle of attack is not clearly understood. Best book written and I make all my students read it is "Stick and Rudder"!!!! Go out and practice with a CFI that knows Mooney's and you will find it is a piece of cake. Duck

I have used Hector in the past. They did my seats.

Will post some pictures after flying this week. Panel makes my Yokes look bad....next project!!!

Thanks, we already have the warning lights right in front of the pilot. Starting to do fuel calculations now to see if the K factor needs adjusting. So far, just exploring all the capabilities of the unit. Thanks for the suggestions.

Finally got my plane back. Combined annual with upgrade and removal of years of accumulated wiring. Dropped 20 pounds, everything is rewired and functioning. Mike at VAAYU in New Braunfels worked miracles as we discovered that Avionics people like to snip and patch and leave old stuff behind because it is fast. Can't say enough for the work he did and although they are not an official MSC, they are pretty close, because they are meticulous. Really enjoying the data I am getting so I can fly my forever plane until they take my medical.

If someone needs another one, just pulled from my 62 to make way for an mvp-50. Sent to Lockhaven for repair in 2017 for rebuild all all working well. $300 and i'll pay shipping.

Thanks, going well so far. Shop I am using at KBAZ has several MVP-50's in their Cessna fleet, so I hope it goes smoolthly.

Went with the MVP-50 since it is now STC approved for my C, removed all the antique gauges. CGR is nice but need 2 units to comply as primary. With Rebates, almost identical price with the JPI and more functionality. Should be out of the shop next week, will post a picture.

In reality I set my DG to the taxiway which is parallel to the runway I am using and then again using the runway I am taking off from. I have flown twice with no DG in the WX with my Mag compass only, but in modern times, I don't hesitate to turn on my IPAD and use the AHARS. Electrons fail, hear that all the time. How about all the juice leaking out of your mag compass? Any failure is not good, but it's time to get alternatives so we are not grounded for an ancient piece of equipment.