tmo

Do tell... And, will it interface to a KFC-200 via an EA100?

Do tell... And, will it interface to a KFC-200 via an EA100?

Do tell... And, will it interface to a KFC-200 via an EA100?

Now imagine you had to request permission, sometimes pay for it, sometimes be restricted to VFR only, just so you can fly to/over another state in a homebuilt. Welcome to Europe... Yeah, there are some arrangements easing it, but nothing as nice as the US has. And don't get me started on a unified airspace layout...

I beg to differ, I believe the newer CIES senders can be had in a version that emulates the original resistive (?) ones, at a slight loss of resolution. See these instructions about EDM-900 from CIES for reference. Also the CIES product page lists "resistive output - existing gauge" from which I would deduct the EDM won't know either. The EDM would have to go back to JPI if one wanted to go with digital senders from CIES. Again, I believe the real difference between them is the resolution, not accuracy.

Speaking from club experience, the gearbox on the Rotax is way less problematic than current Lycoming cylinders for the O-235 we have in our C152's. Had to rebuild three out of three, two of which were freshly (within a year or two) overhauled. At different shops. The Rotax on our Tecnam we just replace with factory new when Mr. TBO comes knocking. IIRC price is very competitive to a full OH on the C152 Lycomings, and experience shows it gets much better results in terms of reliability. The ability to run any mogas (including those with some alcohol) is a very welcome feature for private operators, but that is even more of a digression. Not trying to start an argument, just presenting a view from a land far away. Alas, none of the Rotax engines make sense for a M20J v.2.0 - not enough power.

And, if I recall correctly, the E5 can effectively be software-upgraded (unlocked) to a "grown up" Aspen. I'm afraid it does not have a real HSI though. But yes, many options, yay!

Hit a bit of a snag on the way, but things are moving again, and I would like to ask for confirmation on a couple questions we're not sure about. Can someone please confirm that the stock 1980 M20K fuel senders are: resistive 2 in series in each tank (total of 4, but since in series, they count as 2 inputs for the EDM) Tell me what values for fuel pressure should I put in the order form - can't find anything in the POH, but I want the FP logged just in case. I got 6.25 PSI as min and 38 PSI as max from Continental SID97-3G, but want to confirm. Since the fuel senders I have are working fine, I'll opt to not spend the $1600 and pass on the CIES senders for now, especially that they can be replaced without sending the EDM back to JPI, just a matter of purchasing the right ones.

Side note, the BK KT74 is a rebadged Trig TT31... I think there was one for sale here recently.

AFAIR all the diesels, which are inherently heavy by design, are geared as well, and they don't stop spinning every other Sunday.

Hey now, what happened to "buy your second plane first", eh? Yanking your chain, of course, and yes, IR in my short term plans, regardless of turbo. That said, plenty of people want TC for performance, density altitude, or just because they want to. But let's not thread drift.

Congratulations as well! I too am enjoying the cold dense air and unlimited visibility around here lately. A tidbit, I had to not only get the FAA complex and HPA endorsements, but also separate VP, RU and T (variable pitch prop, retractable undercarriage, turbocharged) endorsements for my EASA license. I hope to add (need) one for EFIS (yes, it is required) soon... Hope to pass 100h TT flying in for the annual soon.

No pics, but yesterday I learned first hand how much later the Mooney will land (stall) when really light... Purpousedly ran one tank almost dry (all the way is next on the experiments list, on a longer flight); the last circuit was with about 9 gallons left.

And to add to this, I think this should not be used in Continental engines, because the Lycoming additive (only really needed for one Lycoming engine, IIRC) will possibly cause starter slippage issues.

I believe this thread is of interest...

Last I checked one could still buy a DA40, not just a SR22. Or a P2010 if you're willing to allow mixed construction (cf + metal) in the equation.

Carbon offsetting

Because you can spend the time getting proficient with your new plane. Otherwise the more, the merrier - I'm hoping to do some tailwheel in the summer.

Sweet. Keep me posted, me likey a project, especially if I can follow someone smarter.

Is your light LED or traditional? It will draw different amounts of current, which might influence the trip (assuming the switch is a circuit breaker as well and it just trips).

@pwnel - do you recall / can you please measure how long it ended up being?

@larryb - have you posted details of your project? If you did, I missed them, can you please point me to them? If not, are you willing to write the setup up and publish, so less creative people like me can try and imitate? Pretty please? edit- by details I mean schematics / code / etc, not the resulting graphs.

I very humbly and respectfully disagree with the notion that going to a primary trainer is needed. Let me start by saying that I have no great natural aptitude for airmanship, but I guess I do OK following checklists and instructions, so I pass my checkrides. For various reasons not worth getting into I ended up as a 80h TT pilot 4 years after getting my license (which took ~50h of the TT, so less than 10h/year). So I was basically out of practice, by no means fluent, proficient or anywhere near good. In June, after 3 years of looking and poking, I finally bought a plane. N4041H, a M20K 231. With no complex time, save a hour or two in an Arrow some 3 years ago, with no currency, with nothing but a desire to fly and a friendly FI. Started flying it in late August (paperwork delays). With an instructor I get along with well, because he allows me to make non-lethal mistakes and learn from that. He's never seen a Mooney before, so we spent some time going over the POH, fired it up, and just flew. We didn't know we're not supposed to do touch-and-goes, so we did them. The first one was a challenge, but we knew what to expect, thanks to Mooneyspace. I don't think I ever was close to killing myself. I did slam the plane down hard once or twice, I did a porpoise once or twice, but I don't think that another 10h in a C152 would have prevented that. In late September I started flying solo, with my FI's blessing of course. My first landing didn't happen. Didn't like where I was, went around, gathered myself, slowed down, and it all clicked. Flew for a Flight Review to "activate" my FAA license (been flying on my EASA one). The FAA FI didn't have any major issues with my flying, except that I landed somewhat long, and he didn't like the seating position in the Mooney. He too was confident enough I won't kill myself that he signed me off. And a HPA, and a complex endorsement. In the meantime I have forgotten to raise the gear after take-off, the flaps, came close to busting airspace (the Earth starts moving fast once you start to descent, and the Cessna based reference points have no meaning), have missed the airport I was aiming for because I miscalculated descents (see previous note), but so far no bent metal and the bruises on my ego are healing. Would I have been better off with a Mooney FI? Sure! But there isn't one to be found anywhere near here. So we did with what we had available. You can too, and you're that much better off, with easy access to many folks familiar with Mooney - instructors, mechanics, and all of Mooneyspace. TBH, I think that in a circuit you can fly a C like you would a PA28, if you really think you have to (I don't agree). Leave the prop forward, leave the gear down. Start working it into your flow when your instructor feels you should. Not you, you are not objective, and, if you're like me, you don't know jack. You have a FI with you for a reason (a number of reasons). Trust them. All that said, if you feel strongly about getting time in a primary trainer, or if the FI of your choice suggests you do it, by all means do it. It will not hurt. And, as always, treat everything above as random ramblings of an internet stranger. LTPP, not C-anything.

If only I had a local A&P/IA :-) The one I work with is a 1.5h flight (in a Mooney) away. But perhaps in this day and age there are ways to make good things happen. I'll start small and see where it gets me.

Out of curiosity, do sufficiently skilled hangar fairies sometimes engage in cable cleanup?