anthonydesmet

It’s your WAAS antenna. They do eventually fail with symptoms similar to yours. Had same issue last spring. Easy to replace. https://www.aircraftspruce.com/catalog/avpages/garminga35waasant.php?clickkey=186169

GeeBee, you will be fine. I’ve had to do same for years when we go to Illinois or Iowa and Boston. I preflight, load bags, pax and dog in hanger then have line crew open doors and tow us out. The plane wont be cold soaked by the time you turn motor over. Worse thing about cold operations is engine start….(well besides, icing, temp inversions, etc)…..Oil will still be in the 50’s or above by the time you start.

Make it attractive for other private investors I’m sure.

Hi Art, I can’t remember….are you in one of the 204 hurricane ravaged areas? If privately owned could that have something to do with it?

I just put the Rosen’s in my K. I’ve owned my plane 11 years and on my first flight with the Rosens my wife and I looked at each other and she said, “why did you wait so long”. They are well worth the money.

Airborne mag check and engine data would also help

Agree. I’m thankful that folks have the brass ones big enough to try it in this uncertainty….economy, not knowing where 100LL is headed, insurance, legality, etc. if someone has a better idea, the resources and the courage to take the step then please do…..at least you would create competition….if not let’s hope this works out for the sake of all our Mooneys.

Thanks @Jake@BevanAviation. Will look at the static line this weekend then go from there. Right now it seems to be working again.

Thanks @LANCECASPER….probably should have went there first!

Ressurecting thread due to similar issue and never read the outcome here…. Flew a four leg cross country this weekend and on legs two and three about an hour into each flight I was startled by an “altitude” audio warning from my Aspen PFD and noticed I was slowly descending 200ft below my altitude. I also noticed that my flight director bar went from level to a minus 8 degree pitch. Picture below. KFC-200 autopilot When i deselected the autopilot and climbed back to level off I could not reselect altitude hold. The “Alt” light would come on but the flight director bar was still minus 8 and either the autopilot would start to descend or the autopilot would not hold altitude. i hand flew it until landing but then the beginning of the next leg and all through the fourth leg the autopilot held fine….even through some rough turbulence. thoughts? Static line, control box? But then why the flight director on the Aspen would not show level.

@kortopates, did Paul takeover Bruce’s Interior shop or someone else? Are they still around?

What is ask price?

I thought so at first until I saw the note of stopping FAA services. I

Thanks Paul. Yes, my thoughts exactly. I was just curious which one of the other companies might prefer but I agree. It’s been zero hassle the last 11 years.

Just received an email regarding DeReg restructuring and no longer offering FAA and Yacht LLC services. I have my Mooney registered through them so inquiring to the audience where you register and what other folks might be doing as of 1 October. Thanks.

I’d think I would want to answer if the exhaust leak is impacting you in the cockpit. Maybe get a reliable digital carbon monoxide detector and see what your levels are at startup, taxi and in flight. Might help you address the immediate safety level of concern you should have. if your pushing high levels in flight then that will give you your answer not only if you’re A&P is correct but change your 50/50 position to 99/1.

Pretty common for the 231 in that location. I’ve had my old one welded a few times. One of the times it burned a hole through my lower cowling. A couple annuals ago I found a new one and took off my old one had it welded and now keep it on the shelf as a spare. It’s not going to get better plus with an exhaust leak, carbon monoxide is always a concern. I’d find someone that can repair it.

Were you in a decent or straight and level flight and was it turbulent? If you were coming out of altitude and had 10/11 ish depending on decent angle it’s see the lights. In either case I never trust the light or guage…they are advisory only and I still do the mental math for what I have burned and remaining every half hour I fly…..

Not knowing your budget and since I have heard family truckster, Sky-burban in this thread, the one that comes to my mind is the one that I almost went to a couple years ago. When I think 6 seats, I think twin and (still do sometimes) I think of a Cessna Skymaster 337. My mechanic is a skymaster specialist and I’ve flown a couple. I like the way they fly.

That’s the way I went. ESG puts it ADSB-IN on your iPad in Florefight and gets you ADSB-out. https://stratusbyappareo.com/products/stratus-transponders/?utm_medium=Search&utm_source=Google&utm_campaign=AppareoAviation&utm_content=StratusTransponders&gad_source=1&gad_campaignid=927090911&gbraid=0AAAAADHEuq3oudFNk-LRr1wvG-8ibYTMh&gclid=EAIaIQobChMIzP7Gy5rWjgMVoqJaBR1cey7HEAAYAyAAEgIgt_D_BwE

Read this. The Expert’s Advice for Engine Break-In – Pacific Continental Engines.pdf

When I broke mine in, I did my first two flights (about 120 min total) within 50 miles of home plate and all landings at home plate to full stop and shutdown. You also want to minimize prolonged ground time (I.e taxi to takeoffs). Full stop, back taxi to takeoff multiple times is probably not what you want to be doing first 30 to 50 or so hours. The most important thing is to fly the engine.

I think on flight aware he went from Tn. to Al. earlier that morning then quick turn back to Tn. If I read it correctly. Assume maybe conservative 3 hour engine on time with grnd/taxi at both ends. Still should be enough for that day assuming he was full fuel at the beginning…..but the speed before impact seems like he might have been trying to capture best glide…..sad and strange for sure.

I’ve used it many times in my military life and in my Mooney. It doesnt say anywhere only ATC can use it. On all occasions ATC appreciated the fact that we (me and ATC) might not have been on the same page. A couple of times they just plain forgot about me because they were so busy. I like it more than saying, “why the 020 vector?” Or “hey, I’m still on a 020 vector”. ATC may be planning/coordinating and they might not have had time to fill you in on their plan yet or thought they did. Kind of goes a long the lines of, when in doubt ask, with giving them the courtesy of not second guessing their job. as in above example, if the 020 looks like it’s not going to get me to final then “say intentions”. If she responded “vectors to final” then she just opened a perfect opportunity for DXB to say “020 isn’t going to get me there, how about 080?” …ahhhh now we are all on the same page and preventing a last minute bat turn to final……or she could have come back and said, “I need you 020 to get around departing traffic…or whatever.” just my two cents of something that’s worked out well for me over the years…

Another preemptive call I like before having to say “unable” is “say intentions for 2 RV” when I’m unsure of the purpose of the vector or altitude (or attitude) of ATC.