Marcopolo

you could load the departure with any of the listed transitions and then at IDU VOR you could activate the leg or direct to a waypoint after the VOR. Ron

Couple of items removed for upgrade (finally). B/K KLN - 90 GPS with rack and connector (no antenna). B/K KR - 87 ADF receiver with rack , connector, and antenna. Hoskins FT 101 Fuel flow and totalizer with transducer All items worked when removed, 14v system, PM me if interested and we'll work something out. Ron Mander (marcopolo)

@Aviationinfo, Ok, I'll leave this for the experts as I've never used the given GPS (waas or non-waas) altitude as a fallback to baro-altimeter. I check the altimeter to field elevation (+/-75') prior to taxi to make sure there's no error to start with at least, but I have always been able to pick up the local altimeter setting for this. Sorry for any confusion. Ron

I hope I'm miss-understanding your concern. Flying an LPV approach gives a GPS derived decent angle, altitudes are referenced by the pilot from the baro-corrected Altimeter. The WAAS GPS does not set minimums, the pilot does, the WAAS derived glide path just directs you to them. Sorry if I'm missing your point. Ron

@agoessling, Let me also recommend AGL Aviation as metioned above. I am at KMRN at least a couple times a month and would be more than happy to assist with any logistics if needed. I fly out of (KIPJ) Lincolnton NC which is right in the middle of (KEQY) Monroe and (KMRN) Morganton. If I can be of any assistance please PM me. Ron (marcopolo)

@Geoff, I believe it is Slick model#6324, that is what's on my '81 M20K. Ron

@DMJones "Most any warm body" I'm your man.....body!!!!!!!! Ron P.S. willing to fly to location.

I'm very interested in what the push-rod inside that tube looks lie, I hope that there was something on the outside that may have worn into the tube, but I'm afraid it may have been the push-rod inside trying to find a way out. Fingers Crossed! Ron

@231LV, I was only pointing out the use of the term "critical altitude" for troubleshooting purposes so we were all on the same page. It sounds like ~14k is now your service ceiling, which sucks. If the throttle position difference on take-off is noticeable, as you say it is, then this would be a no-fly issue for me, whether its an induction leak or a lose turbine shaft or whatever else, it could get much worse very quickly. Please keep us informed on what's found and I hope it is as simple as a hose clamp or the over-boost valve not being fully seated. You mentioned that you have an inter-cooler which adds a couple of extra hose connections to the system, more areas to check, good luck! Ron

Critical altitude with "the bolt" (fixed waste gate) is usually between 13,800'-15,000' depending on the position of said bolt. What this means is not that you can't go above 14,500', its that the engine can't maintain 100% power above 14,500'. the 231 service ceiling is 24,000', so between 14,500' and 24,000' your Map should fall from ~29" to something that will only allow you to climb at 100'/min. Turbocharger turbine shaft looseness or an induction leak would be where I'd look. @231LV, are you still getting 40" on takeoff roll and does the throttle seem to be pushed further in while doing so? Ron

Paul, I think @RicardoA is looking for the Co-Pilot brake pedals and master cylinders, not sure that's what you're removing for upgrade. Ron

Upon landing, your engine and cowling area are actually pretty cool, temps are at there lowest point for 30 seconds or so. Maybe a normal start procedure is what the doctor ordered instead of a hot start procedure. As soon as your landing roll is under control you may try to lean the mixture for ground operations which may help keep the engine running, but I would also seek the input of a mechanic as to why it's stalling. Ron

Yes Ken, I would agree that the non-intercooled -GB engine runs hotter than the intercooled -LB. My opinion is if you were to intercool a -GB and balance the fuel flows via GAMI jectors or mix-matching the current injectors to a .2 or .3 gph spread then the temps would be very comparible between the two...again, my opinion, but balance is what helps the -LB, granted they balance the air better on the -LB also. My POH states the Best Angle and Best Rate climb should be as you stated 40" 2700rpm, normal climb is 33" 2600rpm. I usually climb to 1000' agl at 40" 2700 rpm and then go to "normal climb" setting. My -GB is original to 1981, ~1610hr TTSN airframe and engine. Ron

Hi Ken, Correct, take off power is 40" and 2700 rpm, my POH calls for "normal" climb power at 33" 2600rpm which gives me 750-850fpm at gross and the temps mentioned above. Not sure what climbing at full power does for me except add a whole bunch of heat and just a bit of climb. There's a reason you won't consider a 231 with a -GB engine, I'm guessing this is part of it. You do have to baby it a bit which goes against everything "Mooney". I'm not in a hurry...yet, I'm finishing up my IR ticket and then we'll see how I feel. Ron

I also have a 231 with the -GB(3) engine, no intercooler and no aftermarket waste gate. 1610 TSOH and do not have the climb out cooling issue mentioned above. As long as the cowl flaps are either open or in trail I climb out at 33" 2600rpm 21.5-22gph and 110-120kias all day long 750fpm up to cruise altitude and CHTs usually maintained below 370. On an extremely hot day I might see my #6 cylinder creep up to 382-385. Ron

@Jayhawk_aviator, I think I have an FT101 that I could part with, might even have the proper transducer with it. I will check the hanger tonight if you think its what you need. Ron

I think he's (Limbaugh) absolutely right except for the "hoax" part. And his explanation doesn't lesson the destruction factor at all. The "core" is the most dangerous area and that's the part that we would like to see stay east of the Florida coast. There will be damage and lots of rain but the damage factor goes up exponentially as you get closer to the eye. I think the point he's trying to make is more about how the media seems to describe the storm in a way that will increase the viewership and also the fear factor. They use the highest windspeed they can find in the storm even if that part of the storm never touches land. This tactic isn't necessarily a bad thing though as it does get some people moving away from what is a dangerous situation. I'm from Hollywood Florida originally and I've seen my fair share of these face to face, never have good things come out of one that even skims the coast...except for the surfing conditions. Ron

Gunter, @terbang Hello, I am located at KIPJ (Lincolnto NC) about an hour up the Mooney road. I would be happy to assist you with your oil change and I have all the necessary tools, pans, buckets and hanger for shade. I can get you the oil and oil filter also if needed. I have a K model 231. I also have an A&P available if you need any other work done. PM me if I can be of assistance! Ron

A lot of good preventative maintenance finds there to go along with what you had planned to do, good work. Get some sleep and enjoy the test flight while you have the focus to concentrate on both. Ron

+1 for Mr. Bramble, absolutely cream of the crop. Ron

KP, I know what planes you fly for the government, if you need help moving 'em just let me know. I flew one on a simulator once and I'll schedule a night in a holiday in express on the way there. Should be good to go! Ron

I'm with Rich on this one, the wires do not look to be the flat(ish) thermocouple wires and are paired with the black wires. This is typical ground (black) and lighting buss (yellow) configuration in our panels. Ron

PM sent

I agree with Terry, That looks to be behind the rear fuel tank bulkhead (the spar), and I would expect the blue dye which doesn't evaporate to make a much darker stain.

The leader in this light attack build race in my opinion is called IOMAX (http://www.iomax.net/archangel/). They are currently building these at the field in my home town which is why I can't hanger there and have to drive an hour to the next closest field to base. If the reports are accurate then they just signed an order with the country of Jordan for 124 units. Neat aircraft, just wish the business was more friendly to their surroundings. The signing of this order may give them the financial backing they need to move to more conducive facilities allowing the field they are currently on (14A) to bring some folks back that were persuaded to move elsewhere. Wishful thinking maybe, we'll see. Ron