Niko182

Even with the standard tanks, you can easily fit more than the standard amount. I for example still have the stock tabs for the eagle on my plane which technically only allows 75 gallons. If I keep on filling past the tabs I can get around 105 to 106 gallons in the tanks. The same applies for the 89 gallon model long bodies. You simply keep on filling past the tabs, and you’ll be able to get another 16 or 17 gallons in the tanks. Flying at a lower power setting like 16 gallons per hour would allow 5.5 with reserves.

With long range monroy tanks you can fit at least 120. There was one guy on here that was able to fit 138 gallons with the monroy long range tanks.

I thought you were saying you couldn’t do that trip in that timeframe. I looked at it from the wrong perspective. My bad. and a new answer, long range tanks?Without speed brakes I think a lot of the LB Mooneys can fit over 130 gallons on board.

Tailwind probably? Both of these are east bound. Also how high did he fly. And what did he cruise at?

+1 for gee bee. I saw that comment when I looked him up, but at the end of the day my CHT's dropped like 25 to 40 degrees. The only time I've seen anything over 400 in the last couple years except for 1 time taking off out of palm springs with an OAT of 116 degrees.

Have you ever had any shoulder issues? I've flown a Manual bar C and the gear is quite easy to move but if you have mobility issues, or anything similar, I'd recommend the electric gear. The manual gear will be cheaper to own, and it is a bullet proof system. I believe its the only gear system that doesn't have an emergency backup. It is very reliable.

Jay mason out of KSNA. He works out of pacific flight, but did help with my instrument when I started flying my mooney. He knows them very well.

What empty weight are you around?

At Palo Alto I usually aim for getting off on the first taxi way. I've done it a decent amount of times. Speed is all that matters. If you can maintain speed, the first exit is doable which I believe its 1000ft from the end of the threshold to the first taxiway. As @Shadrach stated, short strips are possible in Mooneys. I've done some decently short ones in my Slovation. In an older one, a 2700ft runway should be no problem.

I liked kurt at F70 as well.

how much was the eaton switch?

buying a G model with an IO360 and paying for a gross weight increase will cover a nice 252 K model with a lot of fuel.

how much do they cost?

Its recommended not to do a straight in. Plan to touch down before the first taxiway. Doesn't matter which way. If you do that, I couldn't imagine of a way you could run out of runway. Its a pretty easy place to land. Just go in with the knowledge that the illusion that you're running out of runway when you touch down is significantly more prominent than you're used to. 4 decent ways to get there from Tehachapi. Fly over the bravo. KTSP D-> KAVX at 11,500. Doing this will make it that you are within glide distance of land at every point over the water, (if you're in a Mooney) Then you got the Coastal route, the special flight rules route and the Hollywood park route. These options will give you chance of a nice swim. Positive side is that there isn't a shortage of boats in between AVX and TOR, so if you do lose an engine, aim for the nearest boat.

did you end up finding someone?

This is a direct copy and paste from Beechtalk. It wasn't posted here on Mooneyspace but a lot of owners here have a gfc500 installed. I myself have had issues with my servos and had to pay out of pocket for a servo replacement. I don't know if I'll get money back, but it's probably worth sharing this here. It is nice to see the amount of support they are offering for the GFC500. Hi everyone, we've been working the details of this for the past several weeks as Trek has mentioned. While we are pleased many of you enjoy the seamless operation and utility your autopilot provides, we know some have experienced servo issues. We would like to share what we have done to address these concerns to-date, as well as introduce a plan to transition aircraft to the most current production servo. What we have done To date, two service bulletins have been published due to specific issues discovered by Garmin. Given these challenges and continued reports from both dealers and customers concerning servos with serial numbers outside the published Service Bulletins, a dedicated team was assigned to evaluate returned servos. As a result, Garmin has implemented several improvements within the current production servo design and manufacturing processes. We are confident these improvements will increase the reliability of the servo. Moving Forward Two new Service Bulletins have been published that allows replacement of servos with the most current production version with all the design improvements. If your initial installation occurred before the Fall 2022 timeframe, your aircraft is likely impacted. For Certified Aircraft Owners with GFC 500, here is the link to the Aviation Service Document Notification: https://support.garmin.com/en-US/aviati ... Nr8uLLUA6/ For Experimental Aircraft Owners with GFC 500X, here is the link to the Service Bulletin: https://support.garmin.com/en-US/aviati ... arch=23038 As an aircraft owner with affected servos, I personally understand the challenges this presents us. I appreciate there are a lot of tasks required to keep our aircraft flying and that this adds another task for us to complete. With this in mind, we are giving you options to help alleviate downtime. For those with servos in the affected serial number range, you can perform the servo replacement at a time of your choice, pending servo availability, like a regularly scheduled maintenance event. Garmin will prioritize aircraft with the replacement of all servos, should one become inoperative. We’ve created a single location with instructions on how to locate serial numbers on your displays, compare those to known affected part numbers/serial numbers and instructions for the most efficient next steps to move forward. The link will soon become available with instructions: Garmin.com/GSA28info For those that have already paid for servo replacements outside of warranty, please email gsainquiries@garmin.com. We pride ourselves on the safety, quality, and reliability of our products as well as the service we provide you. Thank you for being a loyal Garmin customer. -Joey Ferreyra Garmin Sales & Customer Experience Manager

With this being my cheapest, I will still complain.

I did 5:30 with the 105ish gallon tanks and used 64 gallons. I couldn’t imagine using another 30 ish gallons And still having legal reserves. Especially with the Monroys I’d have over a 11 hour endurance while still having VFR reserves. It’s crazy how far these planes can fly.

16 is way too low. However i didn't think of takeoff fuel flow because that still leaves him with the high CHTs during cruise.

Might also treat your chts better if you climb WOT full rpm

what type of cht probes do you have? and what instrument do you have to monitor the engine telemetry?

I don’t believe it’s a requirement. I thought I’d was an SB.

+1 for aero accessories as well. Shipped in, repaired, and I picked it up the following day.

I had good luck with chandler avionics in PHX.

Your best glide speed is 90 KIAS. not KTS. 90 KIAS at 0 ft is 90KTAS. 90KIAS at 18000 is a lot faster than 90KTAS. 118KIAS at 18000ft should land you around 160 KTAS.