David Lloyd

Three good answers. The 275 can show several navigation needles concurrently: HSI, Bearing Pointer 1 and Bearing Pointer 2. If the GTN650 is set up as Nav 1 and the GNS430 is set up as Nav 2 the following will work. If using the 650 for either direct to navigation or a GPS approach, Bearing Pointer 1 is GPS is selected will point to either the direct to waypoint or the next waypoint. If being vectored for an approach, the HSI indicator may be pegged awaiting alignment on course while the Bearing Pointer 1 is pointing directly to the waypoint. Really kinda redundant information with that nice big map shown on your iPad. I also used the Bearing Pointer to keep track of a nearby airport when doing aerobatics. No matter how many rolls or loops, the pointer always showed direction to the nearby airport. Whatever you're doing with Nav 1, if you enter the NDB on Nav 2 Direct, the Bearing Pointer 2 will point to it. I actually demonstrated to someone how IFR was done in the olden days, flying the bearing pointer to a NDB waypoint, and how to correct for a cross wind to and from. Ha, back in the day, two airports that were routine stops only had NDB approaches.

Removed due to small dent in trailing edge. White pearl in color. The very last airplane part I still have. $500 plus shipping? If anyone is interested, I can get back with a couple pictures.

Several decades ago I had a '65 with the opposite problem. Turned out the spool in that housing was stuck with gunk from the unfiltered air that comes through the valve. Really simple to take apart, clean and reassemble.

A little late but here is a 1975 M20C one drawing schematic. Mooney 1975 schematics.pdf

How ‘bout this one?

Looks like a done deal. New owner should fly it home in a couple weeks.

Van’s plans and most built airplanes have baffles. Some build plenums of their own design. One aftermarket cowling supplier also sells a plenum. i think all A to G Mooneys thru 1967 had the dog house. Sometime soon after the F was introduced, the E and F began with the open baffles.

For eight years I flew from.Charlotte area to Allentown, PA every six weeks or so. Heading home I would always get one of three routings till past DC. Didn’t matter which I filed, I would get another on the ground and a reroute once on the way. It was like Whack-A-Mole. A head is going to come out of one of those holes, but which one?

Swipe up from the bottom of the screen to get the menu items. Go thru everything to see what is available and understand how each works. Yes, you can turn off the nav indicators. I don’t have gps enr displayed so must have turned that off. Where he has four info blocks displayed at the bottom, you will only be able to display one. Heading tape stays.

The C kept the doghouse throughout production.

A few years back, someone posted pics of his new cowling install on a C. I recognized the Van’s Aircraft baffles. He later acknowledged using Van’s. A willing mechanic and appropriate paperwork….

Slightly different setup, mine is 275s and GNX375. I can load everything but terrain thru the 275 Database Concierge. Terrain is too big and must be loaded directly to the 375 by the SD card. Not well explained in the Pilot Guide.

Skates, we need some pictures.

About 600 hours in C models, the only time I experienced carb ice was in precipitation and cloud. Precipitation and out of cloud, no. In cloud and no precipitation, no. Carb heat clears it right up. Till next time. This was at full throttle settings. Partial throttle settings will increase the likelihood of ice. A rainy instrument approach would call proactively for carb heat.

First flight with an engine monitor will be eye opening. Your CHTs are much more than the low 200s.