81X

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81X last won the day on March 28 2019

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About 81X

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    Senior Member

Profile Information

  • Location
    Anderson, SC
  • Reg #
    5781X
  • Model
    M20K 231

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  1. The 750 with the FS510 but is not as “necessary” as with a twist-knob GPS. that said, FS510, a 750 and a 345 coupled to an iPad is about as bees knees as it gets for me in regard to panel plus portable.
  2. Well, I can’t comment on Sun n Fun, but I can say that I camped at OSH a few nights and did the dorms one night. While you are definitely roughing it more in a tent, it is immensely more fun than the dorms. BS-ing with other owners, trading hangar stories & lies, airplane wake up calls. I think much of the same would apply at sun n fun.
  3. Hi Josh! I bought my M20K 231 from a great guy who was based at EQY. I now base it about 45 Mooney minutes away in SC. I think I’m around next weekend and can probably swing by if you don’t find anyone based at the field. feel free to send a PM if things turn up empty for you. Smart move reaching out to experienced owners, and you’ll learn many things the easy way!
  4. This is funny. I did the same exact thing for the same exact reason with my Cherokee when the TC was out for service. Not the first time I hand propped the airplane, but the first time for leaving the master on! That battery kept chugging away for some time after that incident.
  5. Obviously check the tightness of fuel fittings, tank vents, etc. Please see when the fuel system was last overhauled. If more than 10 years or so, send it off for overhaul. Also, ensure the rubber has been recently changed in the tank selector and floor drain. My 231 was 13 years after overhaul and you wouldn’t believe how many dry rotted o rings came back with it. I can recommend an overhaul place if you would like. Don’t end up like me at 50kts on the runway and just having the engine quit
  6. Ok, I’ll bite on this as well. I couldn’t agree more with this statement above. Here’s the real life of having a 30+ year old KFC150 AP vs the GFC500. In the 1.5 years I had my KFC150, I had: Random disconnects due to fluctuating voltage as sort of displayed by the ammeter (different root issue but still caused a disconnect). No disconnects when this same issue showed up with having the GFC500. KFC150 servo? issues in rough air causing disconnect. Never an issue with the GFC500 in some really rough stuff. DC electric remote directional gyro failed, rendering the KFC150 useless. Broken wire and old KFC150 tray connectors not connecting randomly upon reinstalls. Not exactly the KFC150’s fault, but the connector type and age are an important failure mode of any old AP. I’ll take my chances with the minuscule chances of hand flying (Or using VS/HDG mode AP) a working ILS if GPS goes out vs the above. In the one year I’ve had my GFC500, I’ve had: Over 110 hours of flight time, zero disconnects, malfunctions, or failures. Just one person’s real world experience.
  7. Neat! Just amazing the size to strength ratio of those motor mount bolts.
  8. The attach points and hardware for those are indeed shockingly small. I wouldn’t even consider a wing failure in a Mooney but I do worry about the four tiny bolts holding that few hundred pound TSIO 360, prop, and accessories on! it cracks me up that the bolts holding the prop on are plentiful and mammoth, but then the bolts securing that prop plus the engine and accessories to the airframe are tiny. Some engineer probably has a good reason.
  9. I have a working ki 256 from my 231 from when the GFC500 was put in. PM me if interested.
  10. I loaned Garmin my M20K 231 for the mid-body certification of the GFC500. My first hand experience was largely positive. The communication, workmanship, fairness to the owner throughout the process is exactly what you would expect from a top shelf organization. Being a 231 that requires close engine monitoring during operation, they even humored me and adhered to my crazy operating instructions on watching CHT's, power settings, etc. My M20K was in at the same time as the Bravo, so there were a couple of minor redesigns and tuning that needed to be had, so the time frame was a little longer than anticipated. This tuning is what yielded a rock solid, stable, comfortable ride in all phases of flight. What I will say is that if you're going to go forward, you need to have an airplane that has basically no squawks, complete, accurate logs for all AD's, upgrades, modifications, everything. I was very fortunate that the ownership and maintenance chain of my airplane were and continue to be very clean and complete. I even had to put tire pressure placards on my gear doors since they were replaced before I owned it; that's how detailed their inspections get. (it's a required placard FWIW). My first coupled approach in actual conditions after the install was into CHO down to 200 and 1/2; no joke. The workmanship, performance and overall setup made me confident that I'd see a runway at the end, which happened right when it should have, and I wouldn't have some random disconnect at a terrible time. Would I do it again? Absolutely. Besides, the cross country from SC to Oregon was absolutely breathtaking. Also, I was able to fly with my hangar mate a bunch in his Bellanca Super Viking to stay current while my airplane was at Garmin- a cool experience in and of itself.
  11. Decent chance I'll be there if the wx is nice. Last one of the year! December 15 at 9AM for those on MS not familiar with the SC Breakfast club!
  12. Wow. This is some serious panel porn.
  13. I'm absolutely terrified for what you're going to find on how hot you've been running your engine. My factory heat gauges are nothing short of a polished turd, although ironically the fuel gauges are super accurate. My 231 has had a JPI in it for the longest time and I'm about 1450 SMOH on the original cylinders with great valve patterns. Heat management is key on the 231, you're doing one of the best wallet modifications you can for your 231 (in a good way) I have a JPI EDM-830 and it's great. Great data, cost effective, you can add onto it over the years, etc. I really like it in landscape mode just to the left of the center stack. As others have said, the 900 or 930 are great choices if you want to ditch the factory gauges. I'm big on landscape mode, and every startup, I press step and have it "stick" to TIT. great for managing power LOP and ROP. Photo below from my 231.
  14. Yes, my K has the YD and I really like it for two main reasons- making the ride nicer in rough air and also keeping the ball centered during climbs in an airplane with no rudder trim. Who knows- maybe the YD will keep an airplane coordinated enough to avoid a base-final spin- purely speculating.