0TreeLemur

The sender the factory selected was produced originally for Chevy and GM pickup trucks, pre-1946 (Delco) 0-30 Ohm resistive type. I bought one from a classic auto parts store just to verify my suspicion, and it was exactly the same in every way. The float lever is not the same, however.

After watching that video- there is no way I would want to fly an aircraft with an engine that sounds like a GM automobile engine. Just my opinion. Growing up around irrigated agriculture where natural gas powered big-block GM engines without mufflers pumped groundwater for days on end, that sound just doesn't mean anything like "flight" to me.

Any time I smell exhaust, my Sensorcon shows CO. Worst is taxiing downwind in the summer on a hot day with the door open. The Sensorcon starts to beep at some concentration (50 ppm?). I've had it do that a time or two. After takeoff it takes a few minutes for the sensor to unload its CO and show 0. That happens maybe 10 minutes after I stop smelling exhaust.

weird- it's spinning the wrong direction. Left rudder on takeoff anyone?

Blessed brevity, it still exists!

Re: Powerflow. Do this search and read some of the results: powerflow anti-seize site:mooneyspace.com

This really resonates with me. Mooney drivers are passionate about aviation. We fly a 55 year old wing around the sky because it is a 55 year old wing. The rest is fluff. Mooney has soul. The graphite writing from somebody at the Mooney factory in early 1967 can still be found on parts of my plane that are hard to see. "6766" in big script digits. These pencil marks were used in sorting parts to make sure that everything needed was present in the shop floor area where a particular aircraft was being assembled. We've put in a certified engine monitor with all the pressure transducers forward of the firewall. Add to that WAAS gps with Stratus/Appareo for ADS-B to keep the iPad informed, and I feel like I'm flying the Millenium Falcon, 'cept my co-pilot is a heck of a lot better looking than a wookie.

No- our doctors buy Eclipse jets. The turboprop Bonanzas are for orthodontists with large practices.

Once I got old enough to frequent "adult" establishments for a cold adult beverage, an old friend of my dad's once told me this bit of wisdom: "My hobby is this- every four or five years I find a woman I hate and give her half of everything I own!". Kind of like that. Oh- he owned a Cessna 421.

I'd love to have a Brittain altitude hold system in my a/c. The Accutrak II rocks. Brought to you by the same people that got Apollo to the moon using discrete components! I read on another thread that Brittain expects to be back in business in the summer of 2020 after getting all their STCs transferred to the new owners.

When we bought our '67C it had a similar panel to yours. Wanting to finish my instrument rating, the non-standard layout really didn't appeal to me, so I hatched a plan to replace the panel. We had a local shop water jet a piece of aluminum with the desired instrument layout. The interference problem arose, so I had my son 3-D print a shim that allowed us to lift the DG up to be parallel to the yoke. Note the DG is slightly set back on its lower edge, that is the effect of the shim. The cost for replacing your panel is not that high if you have skills and a friendly A&P IA.

In 2018 the shop I used was Bevan Rabell Inc. Since then the name has changed to Bevan Aviation. I haven't dealt with them since the name change, so I don't know what else has changed.

Good thing to send the KX-155 in for work. They are notorious for having leaky capacitors that cause decreased performance over time. After I bought the plane, the KX-155 in my a/c was really weak and noisy according to the staff in the local tower. So, I sent it to a shop in Wichita specializing in rebuilding them. They replaced a bunch of leaky caps, re-balanced the radio, swapped out a volume knob, and now it is like new. All that for about $750. Worth it. The KX-155 is a great bulletproof radio.

This problem stinks. Ugh.

I read this thread with heavy heart. So sad. During my instrument check ride, while shooting an ILS under the hood, I was "in the groove" with trim perfectly set for my 90 kt descent with no flaps (too fast for flaps in my '67C). At 200 ft my examiner said "go around". I advanced the throttle forward in about 2-seconds and was shocked by the amount of nose-up pitching moment caused by all that nose-up trim. Hope I don't do that again. (somehow I passed). It is not at all hard to imagine that with 300 HP and a lot of nose-up trim, it might be impossible for a human to push the nose over and prevent a departure stall. To help get it all right on departure, I've been practicing the following pre-takeoff flow, from floor up in a counter-clockwise direction: 1. Fuel FULLEST TANK 2. Trim T/O 3. Flaps T/O 4. Cowl flaps OPEN 5. Prop HI RPM, mixture RICH 6. Landing Light & Strobes ON 7. Fuel pump ON Go. Do this flow every time to avoid forgetting anything.

There are letters in pdf format from the FAA here and there online saying that they don't get too bent out of shape over the definition of a clock in a certified aircraft. If it is permanently installed in the aircraft, displays time to the nearest second, and can be seen by the pilot, it is an acceptable clock. The AV-20S does that. I think it is an excellent timer, with the nice feature of having a backup AHRS attitude indicator.

If a radio is required, you need some way to listen to it. If your intercom is working and you have a headset, you are covered. In my a/c the speaker is a convenience so I can listen to comms without headphones. That is pretty much only possible when not in flight. In flight it is hard to hear the speaker.

Read a paper the other day wherein a research group in Australia describe development and testing of a Lithium-Sulphur battery that has a charge storage capacity of over 2.7 kWh per kg of battery mass, which about half what is needed to fly a Mooney as far on 1 kg of battery as you can on 1 kg of 100LL. This technology gets us close. Article here: https://advances.sciencemag.org/content/6/1/eaay2757 Assumptions: 100LL = 33.4 kWh/gal = 12.25 kWh/kg Otto cycle efficiency: 40%. Effective energy density of 100LL: 4.9 kWh/kg of flight power. Having read literature that is skeptical of electric aviation, I'm pleasantly surprised.

at an airport?

Yeah, 32 minutes of stock footage so "she can tell you 'bout the plane crash, with a gleam in her eye..." is plenty. The helo time to capture that footage cost over $1000.

Avacado green seems to be coming back "in".

I've got Windows XP running in VirtualBox. Growl.

Not true in my case. In late 2017 we bought a tired '67M20C that had a shotgun panel and a KLN89b GPS. While serviceable, it was not approved for approaches. I sold my Hewlett-Packard RPN calculator collection just to upgrade to a 430W, and haven't looked back. In fact, I bought it two years ago from @Avionics Source. When I asked an avionics installer for a quote, they suggested I upgrade the transponder at the same time to meet the ADS-B requirement. So, we branded both calves with one iron.

Maybe this guy needs... Dare I say it.... Bladders?

The skill of the current generation of weather models decays over time. From one to three days they are generally decent at forecasting winds and clouds, and so-so with precip. The current generation of models have some skill at predicting the location of precipitation only out to about 5 or 6 hours. After that there is a large spread from one run to the next. Weather forecasts from 4 to 7 days they are fair-to-middlin', with weaker events like popcorn convection being harder to predict than weather associated with strong cold fronts. Current models can sometimes portray strong frontal systems like the one now affecting ArkLaTex up to Michigan up to about 10 days in advance with maybe a few hundred miles uncertainty in their location that far out. Same thing with some deep lows that can get spun up, like hurricanes. Beyond that, as @Immelman wrote, you gotta go with the climatology/probabilities.