201Mooniac

I'm not sure I'd include that in the luddite category. As an engineer who spends a lot of time thinking about failure modes, having redundant capabilities not based on the same modality is often critical in systems and I think is critical in this one. Wile I consider myself an early adopter and like living on the cutting edge of technology I wouldn't fly an airplane in any extensive IFR without backups and an important backup is to a GPS outage. I also think about land based outages but since that is a distributed system, not as easy to impact widely. I currently fly with many GPS receivers and two VOR/ILS receivers.

In my 1980 M20J, the annunciator did not have positions for flaps, pitot heat, boost pump, emergency bus, or speed brakes, just gear, low fuel, and high/low voltage. (used to also have vacuum before that was removed, ram air before that was removed, and area nav which only seemed to work with the KNS 80). I have a gear annunciator, the low fuel and high/low voltage are covered on the EIS.

They did have an annunciator panel but you just need the function, not the panel and if your gear lights were all that was left then you are good. I removed my annunciator panel when I added the Gi 275 EIS as that took everything but gear lights and I used an Eaton style annunciator just for the gear.

Best bet for an instructor in the area is @donkaye, MCFI who flies out of SJC.

I'm not sure why but I wait for oil temp to get to 100F for the runup and 130F for takeoff, that usually doesn't take anymore than my normal taxi.

It depends on the use of the GI 275, is it an ADI, HSI, MFD, etc.?

I also used Artcraft and have nothing but good reports. Mine was done 16 years ago and still looks great. I have a few chips that they have touched up over the years and have always had great service. Highly recommended.

A pair of yokes just sold from BAS (while I was trying to buy them) for $2350 for the pair. Considering that and the $1600 paid to Hector a few years ago, it seems like $4000 is about the price you might expect.

I think you should offer $1 and then tell me who is selling them

I haven't tried using the J parts in a K although I'd expect the J and K parts are close enough but just be aware that Vantage doesn't have all the J parts and their parts don't always fit well with the factory parts. I had some issues with the Vantage J front headliner not fitting properly with the speaker grills and the small panel that houses the cabin light switch/overhead vent control.

I switched to a plane power alternator AL12P70 on my 1980 M20J when I replaced my engine and have found it to be a superior product to the old Prestolite alternator. The old alternator needed service every few years and never put out much power until over 1200 rpm. My Plane Power alternator has been in service for about 16 years now with no issues, no service, and great power output from 900 rpm. If I remember correctly it was a slight bit lighter as well.

Best choice in the area is @donkaye, MCFI

Sorry, I just meant if the FADEC was available for the IO-360 as an STC add-on I would consider it.

Are there STCs for this? I didn't see any mention of them. I would certainly consider it at overhaul time if I could use it on my IO-360. If they are only looking to new production aircraft, I doubt this will get much traction.

I thought in the end it was really just the Mooney quality process that mattered to the FAA, they can contract out the actual parts production as I understand it.

I've often wondered about that as well, I've seen many saying 18+gph but on my IO360-A3B6D I typically see from 16.8-17.2. No real temperature issues and my mechanic says it is fine so I've not worried much about it.

Yes, a few years ago the supply of A&Ps dried up and the ones they had moved on. They still do a great job though just the scheduling is more difficult.

I’ve been using Top Gun for 30 years now. While Mark is the only IA, they have 2 other mechanics that work there so it is not quite a 1 man shop. They certainly are booked though. It might be helpful to know the model Mooney and condition to help suggest shops, some are good for annuals where there is little needed and others may be required to handle bigger or Mooney specific jobs that require expertise.

Unfortunately I can give you that answer for KRHV, zero, due to the very unfortunately state of affairs with the county.

Sorry to ask but do you mean differentiate the altitude to get the rate of change of altitude or am I not understanding what you are after?

I guess I’m a bit confused why people are referring to the carrier frequency when discussing the bandwidth. The modulation around the carrier defines the bandwidth so I could easily define a system that used the same carrier frequency (1090MHz, 978MHz, etc.) but used very different bandwidths based on the amount of information I need to transmit, the modulation scheme, the encoding scheme, etc. I’m not saying that old antennas aren’t good for new transponder plus ADS-B systems but discussing the center frequency instead of the bandwidth confused me. What am I missing?

I just renewed mine today with USAIG, no issues and the increase seems very reasonable as I increased the hull value as well. I don't think this is an industry wide issue.

Good to know it won't cause any issues. I wonder why the Lycoming guy mentioned that to me then, I guess another OWT.

Seems to be the consensus on many of the auto type forums. I'm told it is due to the fuel helping to cool the pump but haven't verified if this is really true or an owt.

I've been told (many years ago by a Lycoming factory rep) that it is bad enough to not let the RPMs drop more than 400 on a prop check during the runup. I would imagine high power to power off would be worse. I wouldn't expect that to be the case though when running the tank dry if you are ready for it and switch quickly. I never flight plan close enough on fuel that I've had a need to run a tank dry so I'm not sure but I forgot to check the fuel selector position once after annual and started up and the engine began to die and I realized the selector was in off and switched it to the left tank without much more than the stumble which wasn't a huge drop in RPMs.