211º

https://mooneyspace.com/topic/19606-you-cant-make-this-up-one-way-to-get-into-mooney-ownership/

Nothing crazy special - playing around with Final Cut Pro, audio, editing.

I’m spit balling to try to understand the hours. Remove existing equipment and trays. Assume 4 item to remove - complete in 1 day = 8 hours Label each wire connection while removing - another 4 hours Trace and diagram wiring of existing remaining equipment and sketch connections and interface to new equipment - two half days = 8 hours Clean up existing wires and install new connectors 4 hours for each = 16 hours On a bench, wire up each new unit to a new connector with the right amount of wire for airplane installation. 1 day for each unit = 8 hours (this number seems fat) = 32 hours. Install new trays 8 hours total Install new panel boards = 6 hrs total for 2 of them (fabrication is a delivered cost) Install new equipment and connect wiring 4 hr each = 16 hrs Test two days 4 hrs each day = 8 hrs I get 106 hrs x $90/hr = $10,000-ish Sent from my iPad using Tapatalk Pro

Zactly.

This morning when driving under departing Amazon Prime jets out of CVG, it looked like they might be lit on the bottom. That got me thinking - who is going to have the first Mooney with tricked-out underwing LED lighting? Extra credit if you can tie or time the lights to Alexa.

Love seeing how fast that nose-gear comes up - Johnson bars rule!

Yes to the installation instructions - those are useful. What I'd really like to see is a section-view of both the pitch control and altitude control boxes. I look forward to hearing/reading about your results.

Wow - that ground track on the last page of the report! (for others that didn't look at the report - it shows a desired flight path, the actual flight path of a non-instrumented rated student with the PC system on and off).

Bumping an old post - I found that I went through a denial phase with my pulse oximeter. I remember putting it on at 8,000 feet on a bright sunny day and it reading below 90% and thinking. "It must be broken or the sun must be affecting the reading and its light." After that I started carrying a boost can. The engineer in me noted that it took about 20 seconds for a hit of O2 to move through my lungs to my bloodstream to my finger. After going through several boost cans, I used @Niko182's link here to move from boost cans to a system. I'm looking forward to arriving after a long flight feeling normal. I'll try to update this after a month of use.

For the altitude control system, I was wondering if it would be possible to find something on line to its plans/details. I was thinking the US Patent office - to understand the theory of it. But a 30 minute minute search confirmed that the US Patent Office site is not my forte. Anyone have any other ideas?

Ibid. This is pretty much where I am - the longer I own her, the more I know about here. Back when I owned a 150, there was a certain pleasure in having a simple and inexpensive to maintain airplane. Relatively speaking, I feel the same about the E - less expensive to maintain and insure, easy to understand systems, at the cost of arriving later (or to the benefit of greater hours in the logbook). I'm still three times faster than my automobile.

This thread reminds me a little of a meandering dinner party. The thing that made this thread click in my brain - made me jot it down - was: 1. Curiosity about other's habits with snooping on flightaware.com 2. Reading someone's advise about doing cross-country flights or something similar, then looking at their recent tracks and seeing the long list flights that started and ended at the same airport - especially for a version of our brand that can fly very high and very fast. There have been many good and valid comments about teaching, using another airplane for the cross countries, partners using airplanes. It's been an interesting and helpful thread. Thanks, Dave

Brilliant. I like that.

@N201MKTurbo, You did make me laugh out loud!

This might be a little crass, but what the heck. I'll come forward and mention it. I've found that when I'm looking at advice and posts and I'm wondering about "how good or accurate" that advice might be, I harvest the commenter's tail number and head over to flightaware to take a look at their recent flight history. Shallow - yes. Invasive - yes. Illuminating - yes, I think so. Anyone else do this or am I the only scoundrel?

In Little Rock, the airport is officially something like "Bill and Hillary Clinton International Airport" but IIRC, everyone stills calls "Adams Tower" and "Adams Ground".

Hopped over to Shelbyville Indiana (KGEZ) to exercise the engine and to see an "Air Mail arrow" up close.

@Hank and @201er, I think that you two were one ones who inspired me to look at power settings by altitude and "fly forever at LOP", respectively. I quite appreciate those lessons. I think that I'll now begin looking at 2500 above (say) 7,000 feet - I think that I've tried that before, but it seems like 61Q prefers (sounds better?) at 2400. As I thinking yesterday, I was a little surprised that 21/2350 and 22/2400 provide about 17 mph ias difference, but now that I think about it more, it is also a LOP vs. ROP difference. I may start setting power on trips by anticipated flight time too: 3 hrs or less = 22/2400/10gph; more than 3 hrs = 21/2350/7.0gph.

I've found my two favorite "set it and forget it" settings in my Mooney. 21/2350: When I want to go far without stopping for gas or have a huge headwind and regardless of altitude, I "set it and forget it" at 21"/2350 RPM/7gph. This gives me a comfortable endurance of 5.5 hours (mathematically around 7 hrs - but 5.5 with reserves), set my watch for 1hr 40 min to change tanks and and IAS of 130 mph. 22/2400: When I want to go faster and stay just outside of the yellow - around 5,000 to 6000', 22"/2400 RPM/~10 gph, a comfortable endurance of 3.5 hours, a watch setting of 1 hr, and about 147mph indicated gives me a no-wind of about 162mph over the ground. Do others have one, two or three favorite settings?

I don't think that I have ever seen this statistic discussed. In the last 12 months how many landings did you record per flight hour? As a student pilot, I would imagine that this average might be as high as six per hour. I'm guessing that about one per hour might designate someone as doing a lot of commuting or $100 hamburgers. And then a number less than one would indicate quite a few long cross countries. If you use ForeFlight and it's logbook, you can click on Experience Summary and then filter for the last 12 months to see the number of hours flown and the number of landings made.

+1 for SavvyMaintenance - I can't recall the annual cost for sure ($200 +-?) but I quite like it. And once when I was AOG with a transponder that wouldn't reply, they worked with me to ascertain the solution (and the solution was simple) which probably would have cost me $500 in maintenance investigation. Using Savvy make me think that I'm getting a bargain by turning me into the guy who charges $1 to place the X on where to hit the machine and $999 to know where to place the X. I like learning where to place the X.

@CoffeeCan, Thanks for posting your story. Comments on this site can sometimes frequently be brutal. But by posting your story, you are helping many, many owners that aren't commenting and that are learning from your experience. On a different note, @gsxrpilot's post made me think/ponder the idea of flying my Mooney to one of the recommended shops for an annual every (say) two years for a thorough (good) annual by a trustworthy, recommended Mooney shop. Finally, @CoffeeCan, spending the dollars isn't fun... but how great is it now to have your airplane where you want it?!! It is kind of like the opposite of "engine-auto-roughness" right when you being a flight over water. I bet your bird now just feels, sounds, and flies better with so many things addressed. Fly early, fly often.

Oh, I also write down tail numbers while I'm flying of strange things - today, ATC lost contact with an AC and it went on for about 25 minutes. When I get back to my book, I plan on trying to find out (a) what happened and (b) how was it possible that this plane stayed in the radio range of the specific controller for so long.

The tray for my still working but very old IFR-certified GPS 155 TSO is exactly the same as a new GPS 175. Odds are good that it is a simple swap, right? I mean. They're only 20 from each other.

I find that when I arrive at an airport via plane or car and see a Mooney on the ramp, I immediately think: "Oooh. A Mooney." Then I think, "I wonder where he/she just came from an how they use their bird." Then I think, "I wonder if I know them on MooneySpace." Anyone else have similar thoughts?