Skates97

If you have the original ships gauges in there this would be applicable, but I'm not sure that applies with the installation of the sensor for the EDM-900. The snubber is the opposite end of the line from the sensor. It is in the head, then the fitting which normally screws into the head, and then the line.

I do this on every long cross country. Take off on one tank, switch after one hour, un that one dry, then switch back. It ensures I have all fuel available in one tank. Exceptions are if I am descending before running it dry and then I switch at the top of descent, I don't want to be doing that on approach. Running it dry is no big deal in our O-360's. Because there is fuel in the carb bowl you can watch the fuel pressure start dropping and switch tanks before the engine will even stumble. For a brief moment you will see your fuel flow jump as the carb bowl is filled back up but then the fuel flow will go back to normal.

Ah, didn't realize the link didn't also pull up the orifice size. I took a guess and went with the 0.015" diameter. If that didn't smooth it out I was going to go down a size but wanted to start with the biggest and work my way down. Pictures coming later today.

I can take a picture tomorrow evening when I'm out at the airport. For what it is worth, this is what my MP looked like before in cruise, fluctuations of about 0.5 a few times every minute, like clockwork. After the snubber this is what it looks like.

This is the snubber I put in my MP line. My 900 was well after they supposedly fixed it with a firmware update but I was having constant fluctuations. With this snubber it is rock solid. https://www.mcmaster.com/3820K36/ I wrote an article in The Mooney Flyer last October about upgrading from the 830 to the 900 and listed the adapter/couplings that I used for the lines to the sensors. https://themooneyflyer.com/issues/2020-OctTMF.pdf "It is also possible that you can use the lines that ran to the firewall for your oil, fuel, and manifold pressure, although they will likely not fit the sensors that come with the 900. The lines will not fit the fittings that come with the sensors. However, instead of using the ones that come with them, you can use a combination of a coupling and fitting. The manifold and fuel pressure lines on my plane are a -2 size, so an AN910-1D coupling along with an AN816- 2D fitting did the trick. The fitting has pipe threads on one end flared on the other. The oil pressure line is a larger -3 hose and it needed an AN816-3D fitting. Here you can see the black fitting that comes with the sensor from JPI, as well as the coupling and fitting above it, which will fit the smaller hose to the sensor."

I installed dual G-5's, a GTX335, and a GNC355 under supervision. For the GFC500 I was happy to pay an installer with experience installing them in Mooneys, and they still managed to mess up my trim which I caught during pre-flight. It required them opening it back up, disconnecting the joint in front of the trim servo, turning the tube to get it positioned correctly, and then reconnecting everything.

Even if you like your current broker I would give Parker a call. He is straightforward, honest, and a pleasure to deal with. I checked in with him for my 2019 renewal and he advised me to just stay with my current broker. I checked in again for my 2020 renewal and switched over to Parker and Airspeed Insurance.

I feel you... We left Pagosa Springs, CO KPSO yesterday morning, it was a nice 55°F outside and landed in KIWA where it was approaching 100°F. We spent the day with my folks and took off at 18:00 for the trip back to SoCal when it was a balmy 111°F, we were the only GA plane moving at KIWA...

I didn't realize that was the percentage. Fortunately with my position I can run quite a bit of business purchases through smile.amazon.

On the topic of free speech, just because something can be said does not mean it should be said. Mooneyspace is more than just an online forum, it is a community.

And pay attention if there is a breeze blowing into the hangar which direction it is coming from, lessons learned....

Like a lot of others I just use the Blue waterless wash-wax and the red stuff on the belly. My hangar neighbor has a beautiful Beech A36 that he takes over to the wash pad quite often. He will wash it and then fly around the pattern afterwards. When he parks it back in the hangar he doesn't have any water dripping from it.

I'm trying to get caught up on my writing. Here are three more flights, one filing and flying IFR and the other two flying multiple practice approaches. With the exception of about 10 minutes en-route on the one flight the GFC500 remained off and everything was hand flown. Even on the short flight where it was used I disconnected it to hand fly the approach. Pushing buttons is easy, but the training is about stretching abilities which happens when you push yourself to the saturation point. I have two more flights to write about and even got in an approach and departure in actual. It was only about an 800' thick marine layer but it was a great experience. https://intothesky.com/2021/06/20/ifr-training-back-in-the-saddle/

This one has gear doors which means it has been converted to constant speed prop and retract as @bluehighwayflyer mentioned above which makes it essentially a C. You can also see the Johnson Bar and down lock block in a couple of the interior pictures. When I was looking for a plane I skipped over a D a few times until I realized it wasn't a fixed gear/prop at which point I gave it a closer look and bought it. The difference between mine and this one is that mine was flying regularly and had some updates that had been done along the way. Also as Jim mentioned there are only three D's that are their original configuration, this isn't one of them. This one is going to be a project involving lots of time and money.

What a great flight, brings back memories of our Coast to Coast a couple years ago in our D. I had no autopilot either. I just had a GFC500 installed and after some flights with it I can't wait to do another Coast to Coast.

I bought my D for $36k and the plan was for it to be a forever plane from the beginning. It fit my mission then and will fit it through retirement which is hopefully about 12-15 years off. It wasn't everything I wanted but was what I could afford and it has a clean airframe and a decent interior. That was 5 1/2 years ago and since that time as I had the extra funds I have overhauled the panel and just had a GFC500 installed. Even though I did all the panel overhaul myself I still have more invested in the plane than the purchase price but I know I'm going to fly it for hopefully the next 25+ years. I don't regret any of the money I have spent as it has been either to increase safety or enjoyment or both. Even if I had to sell in the next couple of years I wouldn't regret it because of the joy it has given me flying.

I checked, forgot that I had already sold it to another Mooneyspacer last year.

Reading that it makes me feel even better about my self installation. I put in dual G5's, a GNC355, and a PMA450B and I think probably had about 120 hours in the job. An avionics shop I'm sure could do it quicker but I went methodically slow and haven't had any squawks from the installation.

I think I still have the one out of my plane, I'll try to remember to look and take pictures when I'm at the hangar tomorrow.

It will also roll wings level. On an approach if you are going missed hit the go around button and add power and clean up the plane like @toto said. On your GPS you will have the option to unsuspend the approach or leave it suspended. If you are going to be flying the missed approach procedure then hit unsuspend and the GFC500 will fly the missed approach including the hold. If you were given instructions to fly a vector after going missed (which often happens around here) then leave it suspended and dial the heading in and press the HDG button. Set your altitude pre-select and you are on your way.

They lost me. I was on a waiting list for the TruTrack install. I finally gave up, put in G5's last year and picked up my plane last Wednesday from a GFC500 installation. Flew from SoCal to St George and back last weekend. After 500+ hours hand flying without even the wing leveler I felt like I died and went to heaven. I'm sure I would have been happy with the TruTrack, but I don't regret spending the extra for the GFC500.

I went through the same when I had the 830 installed and then when I replaced it with the 900. I have times where it is dead on and when it is off by up to a gallon, which isn't bad when I'm adding 40 gallons. I have found a lot of places I'm am not parked perfectly level at the pumps and it doesn't take much to change whether I get the full 26 in a tank or 25.5. I should add that I always stick the tanks before every flight, I don't rely on what the gage is showing even though I have the CIES senders which are very accurate.

Go to @donkaye's website linked below and spend the $25 for his DVD and watch it a few times, then review it as needed. It is worth your money and time. https://donkaye.com/landing-video

Unless it is gusty you shouldn't have to add/remove power on final. In an E you should be trimmed so you are at 80 mph hands off. As Hank said, if you are touching down at 80 mph you are flying it on and too fast. You should be able to pull power when you have thru runway made, flare out, and touch down smoothly. It will take practice. You should also be able to hold the nose off if you aren't releasing pressure on the yoke when you touch down, of course if you are touching down at 80 mph and trying to hold the nose off you will balloon back up. When I was first flying my Mooney (with about 60 total hours) I would let the nose drop right after the mains touched. Practice trying to hold the nose off, it will help improve your landings. You can retract flaps after touching down, but it is not necessary. Some say don't touch anything until you exit the runway others retract flaps. I retract mine on roll out, but mistaking the flap lever with the Johnson Bar is not going to happen. You can also brake with flaps still down, just be gentle on the brakes to keep from putting flat spots on your tires. Use aerodynamic braking first, bringing the yoke all the way back and that will bleed off speed.

I wonder what is a "high turn rate." Apparently steep turns at 45° bank angle doesn't count.