0TreeLemur

Did you install a refurbed generator or did you convert to an alternator? The generator on my C doesn't really seem to contribute many electrons until about 1700 rpms too. -Thx.

A more recent photo. This panel upgrade was not that expensive. Compare with an original or even 1990's updated panel, there is no comparison. The amount of technology available provided by early 2000's GPS upgraded to WAAS plus ADS-B in/out and a certified engine monitor is really cool, and makes her a much more capable and interesting aircraft to pilot. Those of you considering buying an older Mooney with the older panel should consider doing something like this.

High base CB north of Denver. Photo taken from 11,000. Hot AND bumpy.

^^^^^^^ This I treat my JPI900 like a co-worker that I don't really like. I just ask it for information when I want it, not when they want to give it to me. That stoopid fuel pressure too high alarm when it exceeds 6.0 psi really pesters me, particularly on takeoff. On the other hand, that one time I was rushed through my checklist by an impatient controller and I forgot to enrichen the mixture on takeoff and all those big, bright, yellow color bar EGT readings appeared, I expect the JPI 900 paid for itself several times over.

Yes. But it is only certified to -1.5 to +3.8. Flip it over and you could have 54 people standing on the bottom of the wing (not sure how one would pull that off).

Another/similar person was Mike Smith in Johnson City, KS, who was legendary for having recovered a failed V-tail, and after studying it developed a certified mod.

To me, the feel of a Mooney C is that of a larger airplane. The maneuverability is not what I like about it. The PC system creates a "rock solid" feel in IMC that I really like. Trimmed out in flight, she'll fly straight and true for 30-60 seconds at a time, even in mild turbulence. With the Accutrak engaged in magenta-line following mode, I can slide the seat back to "economy plus" and pretty much enjoy the ride with occasional altitude adjustments.

Them is negative g's!!!

Thanks for the video. Really appreciate it. I'm thinking about an Airtex interior. @Mark M20B, would you not go with the additional foam in the seats, which would save you from having to buy new yokes and seat belts? Is that an option?

I'd say that in terms of pure overpricedness, we have a winner! The profit margin on those must be over 10,000%

I was looking at this yesterday- explains ICAO equipment and PBN codes if you have a GPS installed. https://bruceair.wordpress.com/tag/icao-equipment-codes/ The switch to ICAO occurred on August 27th. That day I filed an IFR flight plan in the air with flight service. I didn't notice any difference from before...

I have an Aerovonics AV20S installed, which provides plan B backup attitude indication, plus the Stratus as plan C. The AV20S always agrees with my vacuum AI.

Learning & enjoying... I had my engine mounts replaced last week. Worth the $. She purrs and whirs smooth as a sewing machine now. Since then my vacuum gauge is reading 4.5 when before it was set to 5.0. Weird. Any ideas? Ahem. Sane ideas?

Just returned from my first big IFR cross-country that took us from AL-WY-CO-TX-AL. Got about 4 hours of actual and flew through a lot of rain. I'm pleased to report that the weatherstripping suggested by @Hector plus the rain shield shown above worked wonders. No issues with the avionics in our C. I recommend the weather stripping. Using the black tar-rope of death in a hot hanger in Alabama is not an option. That stuff just is unworkable.

@Skates97 this is a good point. I view the landing gear in my C as "speed brakes" so I can get the flaps down!

where's what's-his-name??

The 50+ y.o. airframe on our C spent much of its life in dry climates, but since moving to the SE about 9 years ago some minor corrosion has started on the tubular frame. None on the spar. This week she leaves the MSC with a completely new coating/corrosion-proofing, both inside and outside of the tubes. Have been told that the final tally will be about 2-3 months payment on a Cirrus after 4 weeks in the shop. That's how I look at it.

Rudy Aircraft Instruments in Arkansas took a used indicator that I purchased, overhauled, calibrated, and repainted the face to POH arc/limits. I love it.

I agree- if you buy it right with a good PPI by an expert.

@DustinNwindThe full-size Brittain TCs that control the wing leveler are the model TC100. You can find them and their little attached can-like "inverter" for sale on eBay for not too much (a few hundred $), then have them overhauled by a reputable repair shop of which there are several. That will replace the gyro that -a- mentioned in the tail. You'll need to get the approval of Brittain to do all this. They are replying to e-mails but still in the process of transferring their STC to new owners, was the last I heard.

I don't see it. Work done at 5:00 a.m. can and does disappear.

Treatment with goops/sprays/lotions and potions is often done with a spray nozzle. Mechanics love doing it. When that is not enough, SB-208B describes what/how to control corrosion once it starts. In non-arid climates with dew points regularly above say 60F for parts of the year, condensation will occur. This is a particularly big deal for the tubular steel frame in our Mooney's, for in places where paint has lost its 'stickum' to the steel, corrosion will begin. Water leaks in around old and poorly sealed windows, poorly sealed instrument bay panels, dorsal air vent with plugged drain tube or other problems. It can run aft along the floor and members and accumulate near the main spar and cause corrosion there. If it enters inside the tubular steel frame, those will corrode from the inside out. That can happen where old steel screws that penetrate the tube wall have corroded. SB-208B requires regular inspections for incipient corrosion. This requires removal of most of the interior panels. Sometimes corrosion begins in the upper portion of the tubular steel frame, which means removing the plastic headliner and giving those steel pipes a look-see. Depending on climate, hangared/tie-down, IFR/not, do it occasionally. The steel tubes in our a/c are just itching to start corroding. Coating them with corrosion-X or some such inhibitor is a great thing to do. Working with someone that knows what they are doing is important. Finding major corrosion in a Mooney is the equivalent of standing up when the music stops... Don't let it get bad. I'm up to speed on this because my bird is in the shop getting all kinds of tubes sanded and re-painted. It is a big job. Pushes one out on the "cost-of-ownership" curve.

Since the installation of ADS-B I find it incredible how many others out there within 5 miles that I don't see. Little white airplanes against a hazy sky can be really difficult to find, even when you have data where they are. Sometimes they are hard to spot within 1 mile. I hate that. A 717 will fit right behind the frame between the windshield and door until it is within 1/2 mile. Assume there is someone in the pattern NORDO. My PPL instructor used to urge me to fight against "fat, dumb, and happy" by trying to remain alert, smart, and grumpy.

Everyone would probably fit inside a truncated gamma distribution like this. (except for a few outliers...)