Skates97

Very creative, I like it. I use two bungees from the yoke to the rudder pedals on the rh side and one wrapped around the inside handles on the yokes.

A few months back a few of us met up at Lake Havasu (KHII) for lunch. @xcrmckenna left just before me. As I was climbing out I tried calling up approach for flight following. The only thing I heard back was from Charles saying "If you can get them I need a new radio." It was a few thousand feet higher before they could hear me.

I recommend the RCA 2610-3 with the slip/skid, turn rate indicator, and backup battery to replace your turn coordinator. It's not exactly inexpensive, but it is a great instrument. I was grateful for it when my vacuum pump failed on a VFR flight that required constant attention to the instruments because of smoke/haze. I'm knee deep in a dual G5, GNC355, PMA450B installation and then will be starting my IFR. After the flight where my vacuum pump failed I can't imagine I would want to find myself in the soup without a solid backup AI. https://www.aircraftspruce.com/catalog/inpages/rca2610.php?clickkey=7105543 Oh, and if I hadn't already purchased the G5's and begun the installation I might have waited for the AV-30's to ship. The only advantage of the G5's is that if I end up going the GFC500 route I will already have the G5's in the panel. If I had an AP I would have been even more inclined to wait on the AV-30'S, I think they look like a great instrument.

From a number of conversations, my understanding is that the Chinese group was going to be a 20% owner. I don't know if that is what the final number was when the deal was done. Expect more details to emerge.

It doesn't have to be a "new" plane, but a factory refurbished/certified plane would generate interest from many of the new folks who join here every month looking to buy their first Mooney. We were fortunate to be on a Zoom call with Jonny at the West Coast Mooney Club Conference and Retreat that Michael set up. I think everyone in the room was impressed, he was very excited and also very frank about the challenges moving forward. One thing he mentioned was the possibility of the factory refurbishing old planes. He also talked about somewhere down the line that the Chinese still want to build and sell Mooneys in China. That would be a very good thing. For a comparison from a vehicle standpoint, if GM didn't have the Buick market in China then Buick would go away, the US market just won't support the brand. Our Buick store only sells around 10 or so a month, a drop compared to the number of GMC's the same store sells each month. Similarly, the Chinese market could supply a lifeline to the Mooney brand if/when the time comes that they start producing planes again. For now however, it sounds like a focus on parts and service to get healthy. In the auto industry we say that Sales sells the first car but Service sells all the rest. I see some good decisions being made and hope it bodes well for Mooney.

Mike, thanks for all you do. I just sent in a donation that should take Alan up to his $200 pledge. @Alan Fox, I hope you still have a little money leftover for some cobbler and ice cream at the next Summit.

Everything Alex says here! You could even include the "D" in your search if you come across them. I think it is down to just a couple still flying that are original fixed gear/prop, all the rest were converted to retract and constant speed prop essentially making them a "C". Start a list of all the C, D, E, and even throw in the F's and buy the best equipped one you can afford.

Need to get @Raptor05121 to show up as a link for it to alert him. If you type the "@" and then start typing the name it will start listing names, click the one you want and then it sends them a notification. Edit: And welcome aboard!

Mike, it would be great to see you out at the next West Coast Mooney Club event. I'm hoping it is at Sunriver again next year, it is beautiful there. I sure wish we were going to be seeing all of you next month, but we will be there whenever the next Mooney Summit is held. Turning base at S21.

I ordered mine 4/19 but this was not an email saying they were shipping the pre-order. I think it is just a mass email they just sent it out to everyone on their list. I received the email in both the email that I put the pre-order in with as well as a different gmail that I use for all the "lists" that I'm signed up for.

It's finally approved, I got the email this morning. I'm almost done putting in the G5's after giving up on them, but I don't have an auto-pilot so if I go the GFC500 route I will need the G5.

I'm not IFR, just finishing up the panel and going to start working on it, but smoke is a completely different animal. Some of us got a good dose of it a week ago going to and returning from Sunriver. One example was our fuel stop at Tracy KTCY on the way back. The weather was reporting clear below 12,000' and 6 miles visibility. Above 4,000' it was great, below 2,000' you probably had that 6 miles that it was reporting, but between 2-4,000 it was not 6 miles visibility.

If you need anything reach out the Chase @Avionics Source, I bought a few things from him and always a pleasure to deal with. The Dual G5's I just got from him are almost ready to go in the panel. I probably would have finished up the wiring yesterday but I need a couple more feet of the cable for the CAN BUS. Fortunately Spruce is close by, they were just closed when I figured out I was short. Not total thread drift, I also have a 450B going in along with a GNC 355.

It's pretty simple. Find the new control shafts, if the half circle part on the end is one the top (12 o'clock position) you won't need to replace the yoke. If the half circle part on the end is on the side (9 o'clock on lh and 3 o'clock on the rh) then you will have to replace the yoke. Also be aware that the control wheels on our old birds have the bolt vertical and on the newer control wheels are horizontal. I saw you posted in the other thread that I documented the differences and process. I'm sure you're hoping (as I was) to just change out the shafts, but the ones that are compatible with the yoke in our planes are not going to be easy to find. The newer ones don't come up for sale very often either. I've been looking off and on for a couple of years and have only seen three sets. One I was too slow on, sold in less than a day over on Beechtalk, the others are the set I did buy and the other set that just sold here. Expect to pay around $1500-2000 depending on the condition of the control wheels.

I don't know about 1992, but I moved to Gilbert in August of 1990 and it hit 122° the day after we got there. What a welcome...

Thank you for the time and effort you put into this!

See if they'll give you the Coastal Route, if not just take the Special Flight Rules area over the top of LAX. If it's VFR conditions you don't even need to talk to them.

Just be ready, the runway is new and doesn't have any patched up pot holes, but it is still bumpy....

I put it on the calendar.

Have you watched this one? There are some great CFI's here on the board that may have other pointers, but I found his method here to be simple and the plane really flies the maneuver on it's own.

Yes, but you would be surprised (or maybe not) by how many things were not included when they were added or deleted, and by the errors that were in the original paperwork that was done by hand. It's also helpful to look up specs on everything and see what the actual weights are. Yes, which is why once I make all the changes to the panel the plane will go on the scales. If it means I gain or lose UL, that doesn't really matter to me, I just want the real number.

1965 M20D, 1582 empty (993 UL) and 44.87. I took the original W&B and added/subtracted everything in the logs and came pretty close to what the last W&B was. There were some math errors along the way, but putting everything into Excel and letting it do the math was easier and more accurate than doing it all by hand. To your point on weighing, I agree. I have read plenty of things for and against weighing over the years here on MS, but I have a bunch of stuff coming out of and going into the plane so once that is done I will have it weighed. It's hard to account for wires and everything else. There is a pile of stuff I took out going from the EDM 830 to the 900, and much more coming. When you consider over the years things added and removed without a new W&B because the change was "negligible" those eventually add up, and weighing is the only way to figure that out.

No kidding, there was a check flight around the pattern and then the next flight is when the pump failed. After seeing how easy it is to fly that instrument it makes me wish I would have just pulled the vacuum AI years ago and put this in as it can be primary AI. Having it as a backup to the G5's will be nice. Oh, and thanks to your electric step I put in during annual in December my step stayed up!

I just put the RCA 2610-3 in with slip indicator, turn rate, and backup battery. It was a simple installation, it replaced my old electric TC which had started making noise. I am glad we had it,on the flight to Sunriver today when the vacuum pump decided it was done. We weren't IMC but there was plenty of smoke all the way up the central valley so the horizon line was blurry, if there at all, requiring constant attention to instruments. I saw the vacuum gauge was at zero and a little while after that the AI started to lean, followed by the DG which was slowly precessing and eventually spinning, but that 2610 is a great instrument and rock solid. I put a piece of paper off my notepad over the AI/DG and flew the 2610, which is way easier to fly with than a standard vacuum AI.

I actually don't really go into the sub-forums much. I just click "Activity" and then "Unread Content" and start scrolling through.