81X

Hi, I’m looking to buy a WX500 if anyone has one lying around or will soon be removing a working unit. Thanks!

Try using alternate static to see if it goes away. If so, you have water or some other issue in the static system. also, try configuring the AP to run without engaging it and see if the FD is commanding the pitch up and downs. If not, it could be a servo or control lube issue. It’s also worth a call to Garmin to ensure it’s configured correctly from a software standpoint.

For what it does, FF is still one of the biggest bangs for the buck in aviation. I paid more for paper charts in the past and they Didn’t overlay traffic, weather or show me 100LL prices.

Looking for a serviceable WX500 to put in during an upcoming panel overhaul. Lots of convection in the southeast.

While we have some event specific groups like the summit and caravan, as I prepare to go to Triple Tree this morning for the Chilly Chili, it has become apparent that we don’t have a really nice “bucket” for posting these kind of events. Thoughts on adding this or possibly re-titling “vacation experiences”? It just seems odd given that some of us use our airplanes solely for transport and some are aviation professionals as their day job, it’s probably safe to say that nearly all of us on are hobbyists in some regard when it comes to Mooneys, and hobbyists generally like to convene with other hobbyists from time to time at smaller, more local events.

Odd. Not what you asked for, but GPSS solves a lot of the intercept angle and wandering issues. IMO, the most cost effective way there is with a G5 HSI as it has GPSS emulation (AP in Nav mode). It will make that AP drive like it’s on rails.

Since you’ve already considered a cell based on/off which would fit your need, why not try to fix the cell coverage issue with a cell signal booster & antenna? something like this: https://www.amazon.com/Verizon-Signal-Booster-Amplifier-Extender/dp/B09MH53D35/ref=zg_bs_2407782011_10/136-0273690-8253658?pd_rd_i=B09NDXFDM1&psc=1

You should have a supplement with the intercooler. I believe the only two intercooler for the 231 are the airflow systems and the turbo plus. Do you know which one you have? Basically there are two ways to operate this- the easy, conservative way or the harder, calculated way. As others mentioned, the 252 power charts are the easy way- 36” 2700rpm to cruise and then max cruise 28” and 2500RPM. Yields good performance and good heat management in most conditions. The harder way is to use the power charts and intercooler corrections to take into account OAT and altitude. Engine heat is the enemy of the 231. Keep your TIT in the approved range, all CHTs generally below 380, power set reasonably, and you’re generally ok Feel free to PM me as I’m a 1985 231 owner with the same engine mods and can talk through how I operate. It’s a great airplane!!

I still use the same amount of prime as before and after the SB. While this is correct that prime is basically just High Boost sending fuel to the cylinders opposed to the intake manifold, it still is more or less sending the same amount of fuel to the engine for every second of prime.

For a cold start after the SB on my TSIO360LB, I do this: 1. Throttle and mixture at idle and cutoff. 2. run high boost for 5-7 seconds (pressurize lines and purge any vapor, works well in the continental constant flow system) 3. Throttle and mixture to the forward stops (ope/rich) 4. Prime for temperature- 3-4 seconds in summer/ 70 degrees, 6-8 in winter for 35 or below. 5. Wait 10-30 seconds then move the throttle position back to roughly the 1500RPM position (maybe helps with fuel atomization? that’s my theory) 6. Crank the engine and throttle back to 11-1200 RPM as the engine catches 7. Unfortunately I have to run mine at 1000-1200 for a minute or two until warm enough, but after this, mixture super lean (not too lean past a smooth running engine) and 1000 rpm or so. Works nearly 100% of the time for me. Hot start procedure is different.

Done locally. Maybe 10 minutes. Didn’t even have to remove the bottle or empty the bottle.

The LP relief valve pictures was indeed defective/worn out. Huge shout out to C&L aero https://www.c-l-aero.com/ who helped diagnose and source the part. I would highly recommend them for all of your oxygen needs, and I would go so far as to saying I would gladly pay the extra shipping to ship my tank and equipment across the country to work with them opposed to the miserable service I received from a larger company that mostly caters to the airline customers.

Yes, I’m having old school lights put in for the official gear annunciation.

I’m going G3X in my M20K most notably to replace aging analog gauges and integrate my unserviceable annunciation panel into the G3X. Also, you can supposedly do cool things like tie your gear position into it as it has a prominent built in gear warning.

Try C&L aero. They just helped me source some parts for my M20k oxygen setup. Highly recommend them if you just need an overhaul vs buying new. https://www.c-l-aero.com/

Good point, it’s almost full at 1400, but last time I ran it, it went from full to empty in a 1.5 hour flight. Kind of not thrilled to see that happen again.

Thanks, I’ve shipped the whole tank twice and am looking to avoid that again by just replacing the part this time if possible!

Hello! Does anyone know what the part is sticking out of the neck on the top side of the photo? It seems that when I turn the oxygen on and it’s cold out, there is an audible leak that you can temporarily stop if you get your fingers right on that thing sticking out. Started leaking after hydro unfortunately and it’s been back to the hydro place once for repair but still is problematic. Edit- part in question circled in red. Also, leak stops when tank is “shut off”

1. Fly fast 2. Fly often 3. Good Mooney specific training is always valuable 4. Put the gear down prior to touchdown

Love the Grub Hut!!! 47N’s own Herb Kushner took me there after a ride in his RV for pulled pork sandwiches and man do I still remember how good that sandwich was to this day.

I was based at 47N for several years when I owned my Cherokee 180. Wonderful airport with having the cheapest fuel around, but always a line with the cheapest fuel around. Had a thriving glider club when I was there and I learned to fly instrument from John Price who was such an awesome old school instructor with a museum quality Aeronca L3 “grasshopper”. Good memories, but it wouldn’t be until almost 10 years later before I met @carusoam at Oshkosh three years ago once I was a Mooney owner.

I’ve landed a Cherokee 180 on a frozen lake but not the Mooney. Really fun! With the deep freeze setting in on the northeast, decent chance Alton Bay opens soon!

Hector is the man at Aerocomfort. He did the same for my glare shield a few years ago and the quality of their work is exceptional.

There are several flush usb chargers for the lighter plug, do a search for those as they have a good almost factory look. I have a Aukey brand in my Mooney and it works great!

A vacuum gauge would tell you this and would be needed to calibrate the vacuum regulator. You don’t need to install one per se, a good AP should have one to test with although this gear may be going out of style with the electrification of everything. Agree with the above be that the pump is usually (but not always) the culprit in this kind of situation.