INA201

OK OK I think I get it now! Is the term AMUS used to determine the Aviation Monetary Unit with the S being the spouse multiplier?

Does anyone run their cowl flaps flush with the fuselage when they are closed? Mine are set to about 1/2 inch open in the closed position. I looked it up in the manual(1978) and it says flush or 1/4 inch open during operation in hot environments. How about the propeller alignment? Is 1/2 inch off worth fixing/shimming?

I bought a 1978 M20J a year ago. Now I am tearing out our kitchen to update it. Does anyone know "why this is happening"? I'm new to this.

The pic below comes off of Swift's website. I read on AOPA's site that the 94 costs $1.00 less per gallon. Im thinking less costs, better efficiency, and higher TBO certainly fits our Mooney culture.

I did a three way run yesterday @6500( 7800 density), 23.4 mp, 2500 rpm, 100 ROP, light turbulence, and afternoon flight. My highest cht was 380 on number 4 cylinder. Came up with 153 knots. I've done a four way run before and have seen 156 knots under similar conditions. My guess is doing this in the morning with still air would probably yield a little better airspeed avoiding compensation for vertical air movement to stay level. Also, this is more of a cruise speed test run vs running at 2700 rpm, 50-80 ROP which might get this plane up to 160 knots or so. Hmm, might give it a try. Used this calculator below for the first time. http://www.csgnetwork.com/tasinfocalc.html

This is a good thread too regarding inner gear doors. I'm definitely getting 5 knots from adding them. I haven't done a 4 way test yet but will post when I get back to it. However, it seems that I'm at 156 knots now vs 152 knots prior to putting the doors on. Im flying a 1978J with no step, ram air, multi piece belly, and standard everywhere else. I'll see if I can do a run this afternoon and post it.

I drove in but will be flying next time. The runway is very nice with a few Mooneys as well. As of yesterday they had 600+ planes that had already flown in. Camping areas look very nicely laid out just might be a little warm. A Mooney J did a low pass which gave me quite a bit of inspiration and the feeling of home only to be followed by Triple Tree's own P-51. IMG_0349.mov

Looks really good! Was it relatively easy to do?

I also bent mine and sealed where the ignition wires pass through. My #4 cylinder is now at least 25 degrees cooler than before.

If you are up for it, call the previous owner. You may discover where the logbooks ended up. You could also get some information from the shops he used. There is always a story. Stories are good. It also makes for a good thread!

Here's all the stuff and part numbers to replace both gear doors. I bought from Lasar. Note that you can use washers or a substitute for the expensive bushings.

McMaster Carr. This for my 1978J.

Howdy, I was wondering if you guys experience an increase of airflow, especially hot air, into the cabin when closing the cowl flaps. It seems like a very noticeable increase in temperature when I level off to cruise and close the cowl flaps. I also had my door open in flight one time(long embarrassing story lol) and the plastic panel on my left bowed out a good four inches from the airflow coming in somewhere back behind it. Obviously air is attracted to lower pressure and comes in if there are leaks. Has anyone come up with a good solution to tightening up the cabin? I'm thinking some type of sealant, aluminum tape, etc. but don't know the best route to take for a long term solution. Btw my cowl flaps are adjusted to only close to about 1/2" or so when closed. Thanks in advance for your responses. Scott

I recently had my IIB sent off and reworked and was asking about altitude hold. According to my avionics guy you can add an Stec30 altitude hold for around 6amu. I was told you can later upgrade to the full Stec30 later on for another 6amu if desired. I bought the plane last August with the autopilot inop. I'm really looking forward to getting it dialed in.

What is David's cowling mod?

Hi Simpson, I'm going to a shop nearby who sells both the Avidyne and Garmin products this Friday to get an estimate. I'm planning on swapping my 430w out with a new audio panel, ADSB out transponder, and a new GPS in a month or so. What is your recommendation for ADSB out/in, backup attitude, iPad integration(foreflight), ADSB weather in currently and looking forward? Does the 540 integrate with the GTX345? If I'm swapping the 430w for a 540 is it relatively simple labor wise or should I consider the 440 to save a few dollars. I can tell that the shop likes the 750 based on my phone conversations but I'm thinking apples to apples that the labor cost involved alone should put Avidyne ahead. I don't file IFR a lot but want a plane set up economically and reliably to cover any issues weather wise, vacuum failures etc.. I've attached a photo of the panel. Thank you for being on Mooneyspace and fielding these questions it has been a really big help.

Just spotted this. http://www.avweb.com/avwebflash/news/FAA-ADS-B-Rebate-Limited-Time-Limited-Number-226366-1.html

Can you imagine what these talented home builders would create if the Mooney factory offered an M20J kit. You would have carbon fiber cowlings, 240 horsepower IO360s with electronic/magneto ignition along with 28v electrical. The kit M20J could have dual carbon fiber entry doors. You would see carbon fiber wingtips(that improve stall and high end), carbon gear doors, and LED everything. You could install airbags and a chute system too. This may be a bad case of thread drift here. The Vans guys would have a very proven alternative. Would a 190 knot M20j home built for $165,000 with a gross weight increase to 2940(+200lbs) be possible? Mooney has the tooling. It wouldn't compete with the long body's or the trainer(which has to be certified), would keep cash flow moving, and would keep parts production rolling. I bet the company's liability is reduced significantly making the builder the "manufacturer." You would have 100s of innovative builders and test pilots trying to improve where Lo Presti and gang left off along with improved technology. I bet if Mooney pre sold kits as a test saying, "If we can pre sell 100 kits we will do it." How long would it take? A month, two? Just my crazy right brain thought of the day.

I think if you could combine the efficient beautiful wing of the Mooney with the body and sleek fixed gear of the RV10 you might have a pretty cool plane. The 260 horsepower of the 10 may not even be needed for a good performer with that wing. If I had unlimited resources it would be fun to try this. You could also straighten the tail out too without having to add all the Mooney trim stuff.

I'm a bit lost on the weather subject. Can you alter flight plan data on the Avidyne units while using Foreflight under the 10.2 release while also having weather displayed on the iPad through a receiver such as the Stratus. Will you be limited by a connection to the ADSB in receiver OR connection to the Avidyne units? Does the Garmin Flightstream 210 bring in ADSB weather while allowing simultaneous 2 way connection to the 430/650/750s through Foreflight. What is the current status of how all these currently function together and the weather conundrum? Thanks

Had a similar issue that the awesome folks on this forum helped solve. Read through this thread and solution and you may discover the culprit. Looking forward to seeing your diagnosis.

Good afternoon gang. There is an Avidyne webinar through Social Flight at 7:00 pm-8:00 pm est this evening 5/10/16 discussing the updates to their software etc.. Go to Social Flight's website and take a look. Should be interesting.

Does anyone have a picture of how the alternator should look and fit in? The black one inch hole to the left of the alternator is tied in to a tube that runs to the back of the alternator to cool it I'm thinking. It does seem like the fan on the front of the alternator could pull air to the lower part of the cowl and mess up the pressure differential too. Has anyone else seen this type of set up? Thanks, Scott

These are old pictures. Based on input and great advice from you guys on Mooneyspace I did the baffles a couple of months after getting the plane. while we are at it what do you guys think about the hole around the alternator? It looks like a pretty big chunk of airflow getting through down there.

#4 is the hottest and goes into the 410-415 range during warm day climbs while oil temp will eat up about 65-70% of the green scale under similar conditions. All temps settle down under cruise. Does the gasket fix the gap in this photo or is it the other black one pictured? Thanks guys for the help.