PeteMc

Yes, indeed a KAP/KFC200 original installation (w/ Aspen Pro Max now in place of the FD/DG). And the info from @Aerodon and @PT20J seems to be on the mark. I've been searching for the wiring diagram online and so far no luck. If anyone has one for the 200, or even better the full installation manual, they can point me to online I'd appreciate it. (I kept a copy of the one for the 150 PT20J posted.) And as a curiosity... Did Mooney change up the wiring for the power when they installed a Century vs a King AP?

Thanks! I'll pass that on and have him dust off some of his old manuals!!

Okay... Per the message heading and per the body of my question... A 1980 231 K. (Sorry, it's late and I couldn't resist.... )

Talking to my avionics guy about an AP trim disconnect issue I've been having (1980 K). He's questioning how the Trim power is run to the panel rocker switch that he hasn't seen before, but I don't remember it ever being rewired since I've owned the plane. Right now he says the lines go from the breaker to a buss and then to the Trim rocker switch in the panel. Any other K owners know how their power is run? He's going to rerun the line from the breaker directly to the switch. But just a curiosity why it was done this way.

Aircraft Spruce is now showing some. Regretfully they do not show pictures of the actual light strip. https://www.aircraftspruce.com/catalog/pspages/sptlightstrip.php

I know a lot of the real engine guys are telling you lots of things to check with the Mags, etc. But as a 1980 K owner I need to ask about your priming? If I understand the problem correctly... AFTER they changed your primer assembly you have trouble starting. AND you are using a lot of "fuel" which I'm reading as a lot of priming. That mega priming is probably your problem. With the old prime we shot fuel into one cylinder. With the new prime you are just basically running the High Fuel Pump and you are putting fuel into ALL cylinders. So I'm wondering if you're over priming and then cranking until the mixture gets lean enough to start. For normal start I now go full rich, full throttle and then give about 3-4 seconds prime. I then take my my time resetting the throttle and double checking around the plane, calling "Clear", checking around the plane, etc. to give the fuel time to atomize (so at least 10-20 sec), then it usually starts right up. (Double or more in the winter pending the temps.)

Interesting... Thx

Care to clarify why you think that is true?

I was going to say turbulence from the prop wash along the belly.

I don't disagree that AT THE MOMENT George has a monopoly because he is FIRST and the ONLY one with a no lead Avgas. But I don't get your train of thought on why he is "entitled" to a monopoly??? There's nothing stopping you from creating another no lead formula. And there are actually others currently working on it. So as soon as one of them gets a formula approved, no more monopoly. Who knows, they may even get it approved without requiring an STC... So would that mean they also are "entitled" to a monopoly?

If you do not already have an Alt Preselect for your Autopilot, you need the Aspen EA100 module (which I think is actually built by a company in Europe). This basically just triggers the Alt Hold on your Autopilot and does not change the climb/descent rate to "capture" the altitude. So if you're climbing at 1,000+ ft/min you'll go right through the altitude and the AP will aggressively bring you back to the preselected altitude.

I was just reading the article to confirm it was going to cover the high compression engines as well. I didn't see anything that indicated it wasn't going to.

Any other links? CBS requires me to disable my AdBlocker to see the link you posted. ADDED: Found another link... But there does not appear to be any audio. Tried some other YouTube videos just to confirm, and no issues on my end. https://www.youtube.com/watch?v=wJmhuG5aRFM Were there any injuries?

One other thought on the difference in temps.... From the front, look at both #5 cylinders and see if the '79 has some holes in the panel that is in front of the lower portion of the cylinder. A common issue with the K's is a hot #5 and a common fix I've heard various mechanics talk about is to drill some holes into that panel to get some more airflow on the lower portion of the cylinder. NOTE: If you're going to try it and your mechanic is going to give it a shot but hasn't heard about this or has never done it.... MAKE SURE they know to put a piece of steel between the plate and the cylinder to keep from drilling into the cylinder itself!!!!

Have a friend that used Sensenich at KLNS. He replaced his hub a couple of years ago, so hasn't been back for a while.

What is Don's procedure? I have a friend with an F (Trophy mods) and often has hot start issues. Mechanic has given him a procedure (which I don't remember exactly) and it seems to work. Curious what he'll say on the comparison with Don's.

We have a cabin. I'm originally from Spokane. Shoot me a message when you're coming and maybe we'll still be around. Going to head over to the Fly-In tomorrow. Been hearing weekend volume traffic for the last few days, so bet it's packed over there already!

Congraz!!

We're about to move to the PNW, so I'm sure we'll be feeling the same soon. But we're on vac at Priest Lake in N ID at the moment. The airport near me (66S) is having a fly-in this weekend. So there's new aviation activities here to explore.

Been to Bar Harbor many times and do agree that anyone reading this that hasn't been there and is in range, you should go. We'd often call multiple place on a Sat. morning on the way to the airport and see if anyone had a cancellation. If they have, they'll usually let you stay only one night and not the typical 2-3 nights (in the summer). If we can't find a place to stay, we'd either do a day trip or try another place like Nantucket.

Thanks for the info! It will be a semi long day, but up and back is easily doable in one day. So I won't plan on staying over. Fuel won't be an issue. Planned on calling ahead to make sure, but I'll have enough to get to any of the other fuel options.

Sounds like a great flight! We're out in the ID right now (near 66S), but came out on the big metal tube. Plan is to do a coast-to-coast and come back in Oct in the Mooney.

Very much a straight shooter and really knows Mooneys.

OR... Everyone could send in a Feature Request to ForeFlight, G Pilot, WingX or whatever you use and ask them to add a map layer just like the fuel layer. They already have the info for the airport (though I'm not sure of the source), so they easily could add this. You click on the map layer and then either look around where you are or look around where you're potentially going to do a fuel stop. If the prices are similar at AAA and BBB, but BBB has a restaurant on the field, then I know where I'd be making my stop. I just sent a Feature Request in to FF and asked them to also consider a DB collaboration with people like AirNav and others to keep the DB up to date.

Well, if fly2lunch didn't make it, this new "site" (using the term loosely) isn't even going to be a blip. You can't even view the few restaurants it indicates it has. It would be better to keep hyping fly2lunch so that people remembered it and updated it. And you said fly2lunch hasn't been updated... Are there errors in the restaurants it brings up or new restaurants you know of that haven't been added? Really don't mean to diss the new site, but I'd start with a way to show every listing. I'd also start with a complete DB of airports so that the search would return the restaurant with a message of no known restaurant and the fields to enter info if you know of one.