David Lloyd

Also, the 7" display is pretty small for my old eyes. If you do a second display at all go 10" or at least leave room for the 10". And note the Dynon STC requires their D10 as a back up. You can install other stuff but you will still have to install the D10.

Jerry, I have the articulating seats and have wondered the weight of the standard versus fancy. Would you mind having your friend weigh both and let me know?

I looked at that Mooney several years ago, it sold before I was able to sell my RV. Previous owner was getting 155 knots or so. What power settings are being used? The engine had about 1600 hours at the time, has it been rebuilt? Don't think the airframe is the reason for 147 knots in this case.

The ammeter in our Mooneys is pretty simple. The needle might drag on the faceplate. More likely, it is electrical, not in in the gauge. Two fused wires from either side of the shunt connect to the meter. If either fuse has failed, no indication. They are 1 amp, I believe, pretty fragile. Also, each connected point is an opportunity for a little corrosion over the last 50 years. Any one connection or fuse will cause the ammeter not to work.

Uhh, yeah, what Jerry said. If you have the iaf then destination in the flight plan, and then load the approach, it won't auto activate. If you load the approach in between the iaf and destination, it will. I watch a video that basically said never load an approach unless you know for certain the routing ATC is going to give you is the whole approach. I always get near, then pull up the approach, vectors, activate. But I'm no expert with the magic box.

Bet you could find out using the Garmin trainer. Bet you couldn't do it in 5 minutes or less.... From right now!

The RV-4 would be tight. All the tandem seaters, you need to realize when you turn your head and look over your shoulder, the canopy is a couple inches from your nose. Better try one on for size first. The panel is close up too, a little closer than a Mooney with the seat slid forward all the way. But in an RV the seat doesn't go back. Not bad, just different from what most people are used to. My RV7 was light, fast, move the stick just a little for a lot of action. It felt like a simple airplane, hop in and go without feeling guilty for the expense. Putting around, going for a burger, or going on a long trip, it handled all easily. After about 40 trips from NC to NM in my IO-550 powered Bonanza, the first trip in the RV beat all my previous times. I have nothing but good things to say about building, owning and flying one. edit: Forgot to mention, rolls, loops, etc. if you are so inclined.

The service bulletin is for all Mooneys only into 1968. The flap attachment must have been changed during that time.

Battery in mine was moved aft when the 3 blade was added. Airplane was weighed last year and looking at the numbers, it would be out the front of the envelope if the battery was not moved unless at least one person was in the back seat. The McCauley 3 blade and spinner added 13-15 pounds (sorry, don't remember the exact number, it was either 13 or 15) to the nose of my plane. That also subtracts from the useful load.

Check for loose fittings or a hole worn in the MP line.

Once I had the ammeter in my airplane repaired, it works the same way. It is pretty insensitive. Right after startup, it will show about a quarter scale charge. After a minute or so, about a needle width charge, another few minutes about half a needle width charge. Next to no information! The ammeter being set up as a loadmeter in older airplanes is much better for providing useful information.

Anyone looking to purchase any airplane at a courthouse to satisfy a $26,000 mechanic lien better have their eyes wide open and ask a lot of questions. The OP gave the basic info and a couple days later provided pictures showing damage, prep for ferry flight, faded paint, the finished metal work. At that point others posted additional info such as the airplane sitting for several years after the damage. At that was posted well before the sale. I came to much the same conclusion as Alan seeing pictures when the airplane was listed for sale by the owner on MS some time back (at least I think MS).

Eye doctor and glasses are the ultimate answer. Years ago, I started having problems reading the approach plates under a red light. Daylight was fine, night, no way. If I turned on a white light, yep, back in focus. Eye doc explained the red light involves a different focal length. Even if your readers work in the daylight, you may need something a little stronger at night. I ought to train my dog. Bark once for up, twice for down, growl right, whine left. Lick my face for gear down.

Edo-Aire transponder! Bought one about 40 years ago. It was still working a couple years ago when the Cherokee moved to Florida. Literally the second one I've ever seen.

So, a three blade may climb a little better, but not much. It may be a little faster...or slower. It may look better until the engine starts. It may be smoother or not. All things equal, it will cost more to have overhauled. It will weigh more, about 15 pounds on the nose. Want to trade for my McCauley 3 blade?

Get some color in a few more states. Couple of G5 in the panel. A working clock. Got a plan now for DE, RI, NH, ME and MA. One trip, one day. Got a plan for my next NM trip, Two day trip to get NE, WY, ND, ID, WA and OR. 1/24, the clock is in panel. Wire next trip.

Flew over the airport still a little high for the circling approach, makes a 270 degree turn to the left looking for the airport but with a little wind from the southeast is now a half mile north of the airport and fixates on Pontiac Trail that almost parallels the runway. Opps, that's not the runway, another circle, got slow looking for the airport now even further away. Too slow, end of game.

Why would I have said such a thing about the beloved G5 if not so? Where did I come up with the idea that only one nav radio could be connected? Yesterday I read thru much of the G5 install manual again an could not find any such limitation. The I saw the list of changes. # 19 07/18/2019 Added dual nav interface. Ah, there was a change an I had read an earlier manual. I'm old and forget stuff. And make stuff up. But not all the time. I stand corrected.

Vacuum indicator should be part of your instrument scan. If (edit, not if, but when) the pump fails, cover your vacuum powered instruments before they start spinning down. If you fly instruments very often, it is just about impossible not to look at an uncovered and failing instrument and will set up a spacial disorientation event. Last pump failure I had was on an ILS approach in Little Rock. I saw the gauge twitch, go to zero and I said something ugly. Wife saw the gauge and without either of us saying more, she tore off the cover of an NOS approach book and handed it to me to cover the AI.

No picture but the last flight of the year went just like the rest of the year. Attitude indicator oscillated, rolled over, twitched a few times and died. Vac pump is still working fine. 40 Plus years, 6600 hours, only had a couple AIs replaced because they were giving indications of impending failure. This was a first for me, bam, it was done. G5s planned but the shop is months out. Decisions, decisions.

Just don't send your DC back for repair if it has the Headsets ANR kit. They will remove it for you and return your headset in like new condition.

For certified aircraft, the STC limits the G5 to be connected to only one navigation device. Your 375 will work, or the 255 mentioned will work, but not both. A switch could allow either would work, but not allowed by the STC. An all-in-one radio such as the Garmin 650/ 750 or Avidyne 440/540 will display GPS, VOR or ILS on the G5. I'm in somewhat the same boat: have a GNX375 and about to have G5s installed. Right now the 375 drives an HSI and my old KX165 drives a separate indicator. New G5s will be the same way. If I had expected to replace the HSI with G5s, I would have installed a all-in-one radio.

Only 500 hours or so with M20Cs, have only experienced carb ice a couple, maybe three times. Each was in cloud and moderate rain. A little roughness, a drop in manifold pressure, apply carb heat and within 30 seconds everything is back to normal. Never had carb ice in cloud only. Rime yes, carb no.

Without looking at the w&b diagram, I think I remember a handwritten note on one axle location is shown in front of the pivot to make the drawing easier to use for measurements (and more confusing at the same time). Maybe that was in a dream. I'll look but Christmas is going to interfere. Axle center on mine is barely behind the pivot, yours looks quite different.

Mama told me if I couldn't say anything good about someone, don't say anything at all. So I'm not saying anything about Continental cylinders.