Rmag

Personally I would want to see all the logs, not just 5 years. 10 years ago it could have had damage, etc. 30/year is light, but it's also how that 30 hours was put on. 1 hr flight every 2 weeks is better than 10 hour flights 3 times per year. You definately want the engine borescoped at the PPI.

I didn't remember it before, but I only flew it a little over 10 hours and then I put it down for half a year so I am not 100% on my recollection.

It has a strap. We swapped out all the plugs, and tested all the spark plug wires.

I initially though P leads as well, but we disconnected the P leads from the magnetos to completely remove the ignition wiring from the equation. Still had the noise.

I've used this company, they have offices right near the FAA in Oklahoma. They also offer title service, etc. http://insuredaircraft.com/

Nothing plugged in.

It's not an open squelch it's a chopping noise. When not receiving on the radio the squelch kills the static. I have a JPI 930. We disconnected the sensor cables to the JPI and we have also pulled the JPI"s circuit breaker. No change.

I've been trying to hunt down the source of a chopping static in my radios that's been a tough one to nail down. The attached audio file is what the static sounds like while I was flying at a 2400 rpm setting. The chopping static changes frequency with a rpm change. My radios are Garmin GMA 35c operated through a Garmin GTN 750 and a Garmin GNC 255 is my NAV/COMM 2. Both radios exhibit the same static. The static comes through any (noise cancelling or normal) headset as well as the cabin speaker. The static will also come through a handheld COMM within 20 feet of the aircraft so its throwing off RF into the air. Troubleshooting we did: Tested Headphone jacks for proper grounding. Pulled every breaker (including alternator) in the aircraft except the radio to eliminate any other electrical systems.. Turned off the Master and Alternator (complete shutdown of electric systems) and the static is still in the handheld. Both L and R mags make no difference, the sound is there for both. Key off will kill the static before the engine quits. We tested all the magneto/ignition wiring, it is all properly grounded. We put filters on the P Leads from the magneto. We ran the plane with the P Leads removed to take the ignition wiring completely out of play. We changed the spark plugs and tested the spark plug wiring. Tested transmitting, the radios do not transmit the static. It is not in the intercom We removed the coax wires in the back of the radios. We removed each radio one at a time from the panel. The only thing I haven't done yet and that is where we are heading is to take the magnetos apart to check/replace the condensers. But a bad condenser you can usually find either L or R mag switch, unless they both are bad and they are both newly overhauled mags. Anybody see anything we might have missed trying to hunt this thing I go through the expense of breaking into the magnetos? The plane is squawk free other than this radio chop, its really bugging me. static.m4a

I got Bendix put on immediately at my conversion. The Part numbers in my logbook entry are 10-349305-1 and 10-349365-9

201er's advice is best if you are at overhaul. The only reason I did not do that was because my engine was off getting some work done and it was not close to overhaul time.

We calculated that to have a record of removals and additions but then we actually weighed it after the paint and interior was done. I lost some UL on the paint and interior but it was still an overall net UL gain

I got a 39.31 lb UL increase going from this: To this: Here is a box of wire that was pulled out: And the removals and additions math:

An interesting thing was that after my Dad became a pilot, both of my grandparents got their licenses and they always flew together.

My Dad learned to fly at 15. His driver's license meant he could drive to the airport. I grew up with flying as a normal part of life, but it was always something "Dad did." My younger brother got his license in college. When he came back, I went flying with him in a Cessna 152. This was the first time I realized that it wasn't just something Dad did, but I could be a pilot too.

1:25 into this video is a landing I did at 26N. As carusoam said, its right at the beach.

I really like the 205 SE model

On the gear doors, not sure on that. Probably best for a MSE to answer. We didn't need to worry about that. Regarding Nickel Cylinders, here is a good read: http://www.ramaircraft.com/nickel-cylinders/

I ordered a FAA records search on N205J and just got the CD today. Shows who owned the aircraft since new, and also all the airworthiness paperwork filed with the FAA. I found some interesting paperwork from Mooney regarding N205J. Serial Number 24-3002 It was one of the two first prototypes for the Mooney 205's (the other being 24-3001). The paperwork detailed all the changes Mooney made to the 205's. It also states that N205J started on an experimental airworthiness certificate to conduct Market Surveys, Sales demonstrations, and customer crew training. .pdf file attached. I thought that was pretty cool. I wonder what Mooney would think of their sales demonstrator now? Mooney205.pdf

The boltaron we use meets FAA flammability requirements as it is used specifically for aircraft interiors.

I believe it is .053" from http://www.professionalplastics.com/

The G5 is not an approved backup for the G500. Like Marader said above, and also what I did, the L3 ESI-500 as backup.

The KFC200/GAD43E does have altitude preselect but it does not have a vertical speed comtrol. You have to manually control the vertical speed with the rocker switch. The KFC150/GAD43E has both altitude preselect and vertical speed control. The interface is quite nice. It works similar to the G500 GPSS mode with the KFC150. You put the KFC150 in HDG mode and then you can toggle between the heading bug or GPSS by holding down the G500 HDG button. Likewise, for altitude preselect you dial your altitutude and then you hold the G500 ALT button to arm or disarm the altitude preselect. Same with vertical speed. You set the vertical speed and hold the G500 V/S button to arm or disarm the vertical speed control. The V/S feature the KFC200 does not have. The Vertical Speed Controller only works with KAP/KFC 150; KFC 275/325; S-TEC 55X, 60-2 65, PSS autopilots.

I was looking a single engine piston airplane. A business associate was looking to sell his M20J. I thought it was a good, fast, and capable plane at a good price. I went and looked at it and then I entered an Agreement of Sale, got a PPI, and bought it. Never flew a Mooney until the day I bought it.

@Marauder Greg's Premier is still in the shop. Delivers next week. He left a GoPro and we took time lapse of it getting painted.

Here is a pic of the old falling apart carpet backing original in my J; We cut out new carpet backing out of boltaron: And glued new carpet to it: We also used boltaron as a backer for this leather pouch: