INA201

The good thing about a plane is that in most cases the aircraft goes straight into an obstruction during an accident. Aircraft usually don’t have side impacts. I’d like to see a little more data on this. If this thing protects frontal impact injuries effectively then having the airbags in addition to our steel cages is on its way to being a really effective safety net. There are still a lot accidents that airbags will not protect you in.

It said a two seat kit was $2500. Looks relatively easy to install.

What’s the price difference in doing the 540 vs 750 with installation etc.?

The 1978J I’m in sat for ten months for avionics work and another six months before I got her. Had a new cam put in because of prop strike in 2008. I’m thinking I’ll be a candidate for some cam issues at some point down the road. I bet if she does well the next 200 hours I’ll probably be in the clear. I’m not an engineer but it seems like a cam and lifters could be produced that wouldn’t have the problems regardless of sitting etc.

I’ve got almost 150 hours of Mooney time in an IO360 and 200 hours of time in an Archer Lycoming 0360A4M. The Archer is still running strong in a partnership approaching TBO. The Mooney was rebuilt in 2003, then a propstrike in 2008. I don’t see anywhere in the logbook history where the cam caused any MX to be done but I’ll look further back to see.

This is just a simple poll to see if any folks have had cam issues over the years or not. There are a lot of discussions regarding the cam on Lycoming engines failing.

My images turn sideways sometimes from the iPhone. If I just resize them a notch on the editor thingy and then post, it corrects the sideways post. Makes no sense but it works.

Nothing wrong, there was a subsequent post/question if that was the plane in the picture. I looked up the definition of culprit LOL. I should’ve used the word “plane” instead. Also in following the video prior to my last post this was a light hearted attempt at humor in reference to Cirrus pilots planning their “straight in approach 180 miles out.” I’’m Sorry if this was offensive in any way. I went ahead and deleted it. Thanks for pointing it out.

1978J.......Here are my W&B for a flight from KSPA to KJWN about 260 nautical miles. We used about 20 gallons of fuel for the flight. IDK 145 knots ish.

78J I’ve got the same set up. The big hole is attached to a scat tube that runs to an air box thingy. The other little tubes I’ve been procrastinating/debating on what to do on that. I’m thinking flex tube with some type of in off valve.

is LOP mag check showing similar roughness and EGT rise for L and R? Similar mag drop on both for ground check? If so might just be the less efficient combustion while 50LOP.

+1 on G5 and vacuum AI. G5 gives you a few hours of battery life if an alternator fails too.

What’s the story here is that a shadow?

Great pics. Heck, might as well add some more. 1D947940-3482-4C03-8908-3EEC5D61DD43.mov 1D947940-3482-4C03-8908-3EEC5D61DD43.mov

I’m looking for this panel in the pick below for both sides of my console. It’s a 1978J model. Any ideas? Thanks

Don’t wanna start an aircraft battle here more of a safety of flight discussion. The first pic is my flight into KJWN Sunday. The second is the plane in the third pic. I call 10 miles out, 5 miles out and my intention for a downwind to “two zero”, I call downwind, then the other aircraft calls 7 miles straight in. I make the decision to call base and he says “I’ll slow up for you.” I turn base to final as he follows behind. I had him on ADSB but his final was at least 10 miles with no apparent pattern entry and the weather was pretty sketchy but VFR. As a side note I was IFR prior to all the bad weather and cancelled as soon as I reached VFR conditions to manage the pattern entry and landing without all the frequency changed approved stuff going on.

Actually it was an iPhone 8 photo. No settings, filter, or anything. That was why I was surprised by how it came out.

Alright, not happy with the avionics shop that did the install. Now I’ve got a voltage drop intermittently between 13.7 and 12.5 but mostly hovering in the 12s to low 12s. Left her at Cole Aviation to get it all straightened out.

My wife took a great picture without editing believe it or not. Something about having the wing in there just balances a good photo.

Oh, I should’ve mentioned that the customer service when I called was really good so I’m pretty confident the product will be as well.

I just ordered one from these guys. I’ll report back when it shows up in a couple of weeks. It was around $320.00 with tail number embroidered on both sides. https://www.airplane-covers.com/

I grew up with the current VP of sales with Cirrus(head of customer experience). I also had a commercial pilot friend who flew a corporate owned Mirage for two years. My opinion on this is unbiased in that I cannot afford either aircraft so I merely sit on the sidelines while enjoying the flight experiences on occasion. My opinion on the Cirrus Jet is that it is a great aircraft in comparison with the TBM, Mirage, Meridian etc. The refinements of the Cirrus jet is phenomenal. The Mirage always had issues. It seems to me they have put way too much on an engine to make the Mirage work for the numbers. The cockpit is tight in the Mirage and roomy in the Cirrus. While I’m not a fan of the Cirrus 20 and 22s I think the jet is done “right.” The Mooney is certainly a better all around machine for effieciency, speed, and maintenance for most missions while the Cirrus jet would be my next step up to cabin class pressurized aircraft(if I could afford it). Maybe this helps.

I just took some measurements for these guys todayhttps://www.airplane-covers.com/. I didn’t think about Bruce’s. Any thoughts on these guys?

Thanks AGL! I’m thinking I will put the bandaids on before I start.

Thank you for the insight. I have the PTTs on both yokes with tiny buttons. The headsets have the typical aviation plugs off the right knee(copilot), and left knee(pilot side). I’m not sure where the audio panel is grounded or everything for that matter. Its a new install with 750/650/900/345/G5HSI and Garmin remote audio. The MP has a new sensor connected to the MP line. I’m not sure if the sensor itself is grounded or not or suppose to be (haven’t looked it all over) I need to find time to dig around and figure out what I’m looking at. I couldn’t find where the JPI was grounded to the engine but I may be amiss of where exactly to look for that. I do know that all new coax is installed. The big question I need to discover is where it all is grounded and work back. There are 3 black new wires of small gauge attached to the top aluminum support on the left side about a foot back from the front of the panel that sit directly under the glare shield. I haven’t traced these wires as they go into another large grouping of wires and ran out of time. For now the reinstalling of the headset plugs has seemed to knock out the mic issue but I’m still not fully confident at this point. I’ve got a short round trip tomorrow so I’ll at least know if the comm issue shows back up. Hopefully I can dig some more in the next couple of days to try and figure out the MP feedback to the JPI. I’ll get some photos too when I get time.