Shiny moose

I have the CDI , if he will need one, this is it flying at 90 degrees. Make a resonable offer shipped 

I think this is what your wanting

Go make your own is the easiest.  if its for IFR training make it simple, you dont want a lot of different airspeeds, 90kts/103mph is your friend for IFR training. Use it for all except cruising enroute to train. Keep it simple, dont be jamming in full power in for missed approach

go fly in the climb trim for 90KTS, dont touch your trim again, slowly pull power to levl your alt, note power setting, put gear down use power only to get -500( you wont need much if any ) , then -750, now level alt with gear down, now climb(to climb SLOWLY add A few inches above your 90KTlevel power setting and pull up gear all at 90 KTS ) , level at 90,  using the first power setting you found 90KT level power setting, write all down, add all configurations you want, if you use flaps you will have to retrim and your workload will increase, keep it simple, these are starting points, add configurations for your needs 

Speed  MP   RPM   flaps   gear   ROC/ROD 

90.                                                     00

90.                                                   -500

90.                                                   -750

90                                                    + whatever for MA climb

I took a job in 2005 in a falcon 10, among very stupid things they did, they didnt use headsets, yelling at each other in the cockpit was the norm, nevermind trying to hear ATC. I didnt last 2 moths before I left  

Ez heat is a great cheap way, simple to install, simple to plug in, cover cowl with old sleeping bag that zipper has been removed.

Just remember its not a cold start, anymore kinda half a hot start. 

The cheaper way, Make an acccurate stick for your plane, you will be missing the first 6-8 gallons on your stick, buy an FS450 or other FF totalizer, spend time making sure the K factor is accurate. Stick on the ground,  totalizer enroute

Oh I dont probe that fitting, screw on the hose finger tight, go inside and pull the ring for 5 seconds, take a look and unscrew the hose 

Maybe i am under thinking this  and i dont sump from the selector often! And i dont leave it attached 

I have not seen this mentioned in many months. Since the BK buyout no more mooney updates. Is this a dead issue so we are to move on

If you dont have a PC or you had your PC system removed get the Tacair electric step, then loose the vacuum pump and all attachemnts. If decide you leave your pump on make sure you have a filter or you will soon replace the pump 

I should not have read this thread! I have been looking to upgrade to an A20, I been using Bose X's 

Now Im gonna need more information. Damn

What 201MKTturbo stated. 

I would try very hard foam under your sheepskin and see if that helps, I cannot handle soft seats for more than an hour, had my seat foam relpaced with very stiff non memory foam and  my butt thanked me

Email and pm sent

I would look at the GPS power, and ground, check pins, CB connection and ground connection check these for proper crimping. With what you offer for information this sounds like a loose connection. No other unit on the avionics bus flickering or reseting? 

Please post what you find. 

23 hours ago, 47U said:

I found these at Lowe’s, also.  

Tom

This is the best, use them properly!!!  left hand drill and turn over to easy out the screws, the best i have used for sticky airplane screws 

I also have a 67F, 201 windscreen, gap seals, cowl closure. My opinion is 1st  a good engine monitor allowing better ROP/LOP now combine that  with execllent fuel quanity measurement,  Next would be an Autopilot to keep you on track. Limiting fuel stops and turns will save you more time and money than a possible 2Kt increase in speed with a mod 

My daughter tested postive( cold symtoms only but a friend was positive  ) she lives in a back buliding at my house. We thought we should get tested and then the shit show started. The health department could not understand that she lives at the same address but not in the house. My experience is that this is a bunch of bullshit that nobody really knows whats going on. 

Oh and everyone with an Iphone go to settings, privacy, health, and turn off your covid -19 tracking  

I tested negitive, but had to go to dr to get tested , now i have to report that i had a dr visit, why I had a visit, proof that I tested negitive( how else will they know). 

I got a letter from health dept that i was not allowed to leave my home or even answer the door for 14 days, cause i was negitive, and could at any moment become positive, with the threat of jail time if i did not comply.  I will not do that agian. I will not be responsable and try and do the right thing, i will not accept a letter from the health department(i will just throw it away)  I will not answer my phone for unknown numbers, and god help them showing up at my door .

Look at the book numbers, comparing  a mooney like my 67F and an 1967 C182. I think you will find the take off data very close, and both are quite capable. 67 Mooney does not provide grass data.  DA is the key. 90 degree day at a 2000ft elevation 2500ft grass strip with trees not much room for error. 

Most interesting is the 182 IAS/ CAS error with flaps down for take off.  Low weight take off book climb is 52 IAS (below white arc VSO)  CAS 63 plus. Know your aircraft!! 

     ,                                                                                                                                                                                                                                                                                    I remember my first written, sitting at a dining room table, the dudes cat in my lap, while I filled in circles. No E6B needed. I took 3 writtens at his house 

Do you remember how to use it???  I still use mine, keep in in the plane, just for entertainemt on long flights 

Or just go buy or find your old E6B flight computer (I still keep and use one in the Airplane). Not the battery powered one. Use the altitude window and match  it with your actual OAT, find your TAS over your IAS, makes those long flights more funner 

If you want just a simple rule of thumb for  IAS to TAS just use a multiplyer of 2% per 1000 feet, not perfect but for our altitudes it will get you close enough . Using your exapmle of 135 IAS at 9500 ft would be 135 X (9.5 X 2) or 19% so 135X 1.19 = 160 TAS 

4 hours ago, RobertGary1 said:

walk it yourself or someone you trust to measure the gopher holes and ruts. Maybe being a traildragger pilot I see a different class of fields but I'd say about 30% of the fields I've been in in the Aeronca can handle a Mooney without damage.

 

-Robert

Im not saying unimproved, and not before me or someone I trust has looked at runway surface. Most of the older singles were built when grass was the normal and have no ussues on grass, any hole even in asphalt could ruin your day.

most of you guys dont know how much 6 inches is nevermind 10

My F been into grass many times, its very comfortable on grass, watch the wet and density and all is good