Skates97

Yes, but you don't want the 10-3878, it is the leaner of the two and will only give 14.5-15 gph at WOT and 2,700 rpm on a Mooney, even though it is rated higher by MSA. There was a bulletin by MSA addressing the problem in Mooneys. The 10-4164-1 will give 16-16.5gph at WOT and 2,700 rpm which has a significant impact on improving CHT's. Will get my whole experience written up this weekend in a thread. (Last night didn't materialize) A11-62.pdf

Paul shared it a couple days ago. Yes, I saw it right after Paul posted. Glad to see it all written out and makes sense, also glad to read about the changes moving forward. I think the Caravan did well with the write up and posting it. As you and I talked about, I still want to get out and ride along and hopefully do some flying with you, just need to work it into my schedule.

Will do, I've just been trying to find the time to put it all together. And will just post a thread here than on my blog. My wife doesn't read MS but reads every post on the blog. All she knows is that the AP/IA was doing some "stuff" to the carb while he was replacing the exhaust and then doing some other "stuff" to the carb later because the fuel flow was off. She's not aware of the purchase of two overhauled carbs in about a six month period of time...

If you're going to replace the carb you want to use the 10-4164-1, it is the richer of the carbs. It is a carb issue that the Mooney's have. I keep meaning to write up a post about my carb replacement journey, I'll try and start a thread on it tonight with all the data/info(work has been crazy cutting down on my MS during the day time...) In a nut-shell... There is the 10-3878, 10-3878M, and 10-4164. The "M" is just a modified 3878 which makes it the same FF as the 4164. I went back and forth on emails with Marvel-Shcebler and got some good information out of them. They had the specs from the bench test on my the 3878 that went in my plane in October which they tested at 16.7 GPH but I only saw 14.5-15 GPH resulting in much higher CHT's than I previously had. I have the JPI data from before the carb replacement, which apparently was a "M" despite nothing in the log books, the data with the 3878 that was put in last October, and the data from the 4164 that was put in last month. Some interesting numbers and how the FF on the different carbs acts as well as effect on EGT and CHT. More to come in a different thread, don't want to totally sidetrack this thread as I'm not sure that is Brice's problem?

I just have the total for both as one number in my JPI. I make a note on the pad on my knee pad as to how much is in each tank at the start of the flight. When I switch tanks I note the amount used and do the math and make another note as to what is left in that tank, along with the time I switched. Pretty easy to keep track of. I even made an excel sheet that's on my tablet that will do the math and keep track of it all if I put the starting amount and the amount used when I switch tanks, but usually just do it by hand on the note pad. I find that during cruise on a 3-4 hour cross country I have plenty of time to make notes and do math...

I should just put a reminder on my calendar, as it is I know exactly when it's up as soon as I login, and promptly make a new donation.

Where did you get yours? I have an old Mooney logo know the tail but it is half worn away from age and have been wanting to replace it. I've been thinking of just getting an American flag and putting it on instead.

Nothing to do with tightly wound, but there might very well be others on the forums that aren't looking to see that when browsing MS. Probably more appreciated by the crowd on POA.

Part #'s and Qty? I know I could look it up, but trying the easy route first!

I have an EDM 830 which is accurate to about a tenth of a gallon. However, I still dip my tanks as part of pre-flight, every flight. Even if I just checked them, flew around the pattern a few times and locked the plane in the hangar, I will still dip the tanks before the next flight. It doesn't take long, and I know exactly how much fuel I have and I will add/subtract to what the JPI is showing. I have a EDM 900 and CIES senders sitting on the shelf with a bunch of other things for a future upgrade later this year. Those will give even greater accuracy, but I will still dip my tanks before every flight. There's a few things that fall in what I call the "never should happen category" and one of those is running out of fuel because I thought I had more than I had.

No, Riverside. Corona is usually cheaper than Riverside but not on Friday. It also happened that it was Riverside Jetport that was the cheapest on the field, usually it is Raincross that is the cheapest.

My best landings are the ones where I am talking out loud to myself throughout the landing. I find that if I am announcing what I am doing along with saying my airspeed and power settings out loud it keeps me focused and on point.

Quick little flight Friday evening after work to fill up on some less expensive fuel, 35 gallons at $3.99 is better than at $4.99. Flying - Coupon Style

Lot's of good advice so far. My personal opinion is that is too much for that plane. I'll offer what I did which have offered to others before. I kept an excel sheet with every plane I could find on all the usual sites that fit my price range. I was in the $30-50k range, but $50k was a stretch that I didn't really want to do. I kept track of the ones that came on the market, ones that sold, when prices dropped, and by how much, listed the tail # and serial #'s which made it easy to search for information online about them. I rated the paint and panel on a scale of 1-10 and listed TTSN, TSMOH, Prop Time and last overhaul, listing of the avionics in them, date of last annual, really anything in the ads that I could use to try and put a value on the plane. Just took a look at my old file and I had a total of 43 planes on it, all C's-F's. After a few months you start to get a feel for where the market is.

When I put in the Aveo Galactica wingtip lights I got from the silent auction at the Mooney Summit last year I decided to leave my belly strobe in for this exact reason. Belly strobe stays on all the time, which would also keep me from accidentally leaving the master power on. When on the ground I leave the wingtip and tail strobes off out of courtesy to fellow pilots. I turn them on before taking the runway and off when exiting. I've read from guys that fly the big iron that a belly strobe flashing off the ground makes smaller planes easier to spot in the ground airport environment. No personal experience to back that up, I've never been in the cockpit of a big plane taxiing around. My belly strobe switch has a placard to turn off in clouds so when I finally start working on my IFR I will turn it and the wingtip/tail strobes when in IMC.

Is it the flight strobe 4400? That is what my coffee grinder was replaced with. It was very noisy in the intercom, but we put one of these in the avionics bay and the power to the strobe runs through it, no more sound in the intercom. https://www.aircraftspruce.com/catalog/elpages/lsStrobeNoiseEl.php?clickkey=35795

Email update this morning. They are still saying Q2 of 2020 which is the first time I have received an email that didn't push back the time table, but we shall see. I've waited this long, I can keep waiting, especially since I got my pre-order in (I think over a year ago) and will only be paying the experimental price instead of the updated certified price when uAvonix bought it and bumped the price $500. "Certification Update uAvionix is hard at work on completing the STC/PMA certification and installation approvals for the AV-30. These efforts have been enhanced by the combined talents of the original AV-30 team and uAvionix's engineering and manufacturing expertise. We are happy to report a majority of the hurdles are behind us, and estimate the project is 90-95% complete. All required testing has been successfully completed and is nearing final FAA submission. At this time, as we work to create a complete Approved Model List, we welcome your feedback on the aircraft you want to see added. Recommend an aircraft here As a company, uAvionix has certified numerous products. While the path to completion is often challenging, we find it extremely rewarding to bring our differentiated vision and approach to the aviation community. We appreciate your patience as we complete the few remaining milestones to deliver this amazing piece of technology that will beautifully and affordably enhance your aircraft. While the world has hit some rough air recently and we cannot predict how current travel limitations may impact any remaining or follow-on activities, we assure you we are moving forward with purpose. We will complete the STC in Q2, and regardless of the environment we find ourselves in, will deliver. As innovators and passionate aviators, we thank you for standing by us!"

David, Thank you for all you have done on this.

I would echo what others have said. Like Hank I bought my Mooney shortly after getting my PPL, Less than 60 hours total time. I did all my training in Cherokee's and am glad I didn't do it all in my own plane. (I felt sorry for the Cherokee's a few times...) Also, a good C will take you anywhere you want to go. Our's (okay it's a D but thinks it's a C) took us from Southern California to the East Coast last summer and back. My mission was similar to yours, but we were looking at regular trips of 300-500nm and it has been perfect for that. Sure, extra money would have gotten my into a J, but that is a lot more money to get there in what amounts to just a little more time in the air, and as you said, you're flying, so who cares. 2,200' won't be a problem if you are on speed. My wife and I flew into Agua Caliente (L54) on Saturday. It's a 2,500' strip and it is recommended to land on 29 and take off on 11, even if you're landing with a little bit of a tail-wind because of a 460' hill that is 1/2 mile off the departure end of 29. We landed 29 with about a 3-4 knot tail wind (no weather but that is what the windsock looked like) and had no issues, barely even touching the brakes.

I think that is only available in the XXL size of David's new cowl.

I bought one of these to put the filter on and take it off. https://smile.amazon.com/gp/aw/d/B000HBDW6G?psc=1&ref=ppx_pop_mob_b_asin_title Spin on until it's snug (relative term) with my hand. Mark the top (12 o'clock position with a sharpie). Use the wrench to tighten until the mark is at the 9 o'clock position, add safety wire. Haven't had any problems with any leaks nor any issues removing the filters, even the new Tempest filters without adding any lubricant.

She had said a couple of weeks, and it is a Golden Retriever pup. I believe the time frame is because the dog has to be old enough to leave the mom, if that is the case it will not be very big. I did have a couple of guys from the Beechtalk forums that said they might be able to do it as well so I passed her information along to them. I will PM you her contact info and let you work with her on any further details.

I know a few of you have mentioned Flight Chops, here's one he just put together which is a compilation of a bunch of his other ones. Worth watching.

Back on the East Coast they stand "on line" and out here in the West they stand "in line." Of course I think Southern California is the only place that refers to freeways with "the," as in driving "the 91" or "the 5".

Observed a little "Social Distancing" Saturday afternoon. Carb replaced, a trip around the pattern to ensure all was well, then went for a little flight just to relax and enjoy the beautiful green hills before they turn brown for the rest of the year.