FlyingScot

It absolutely is. I have also done the upgrade and was (very pleasantly) surprised at the difference. Not just an upgrade, really, a different unit.

This might be of assistance - I change these every year, and lube every month. Courtesy of our friends at BeechTalk. O-Ring Change on Shaw 531 Gas Capa.pdf

Greetings - All of these instruments were removed from my 2000 M20R O2 during a progressive panel upgrade. All were working and in good/excellent condition when removed. All lights were working where applicable; no missing segments or bad displays. Some are original and a couple are fairly new with low time (as indicated). All prices are OBO, reasonable offers accepted; this stuff has a lot of useful life left and doesn’t do anyone any good sitting in a box in the garage. I’m happy to see it put to good use. Ground domestic shipping is included. Still stuff left - make offer! I KEEP THIS LIST CURRENT - so if something is listed, it's still available. Thanks! - Bob Available: United Instruments UI 7000 VSI 175. OBO Shadin Miniflow Fuel Flow Indicator [Includes Fuel Flow Transducer] 200. OBO Bendix King KFC 225 Autopilot Computer w/mounting bracket Make Offer Mounting Brackets (Pictured) Make Offer JPI EDM 700 Engine Monitor 200. OBO EI RPM R-1 Primary RPM Indicator (NEW 2019 – Set @2700RPM Max) 200. OBO IAI Fuel Processors for Moritz A0270 50. OBO Miscellaneous Moritz Probes Make Offer JPI Bayonet-Style CHT Probes - 3 available Make Offer JPI Ring-style CHT Probe - 1 available Make Offer JPI Clamp style EGT Probes - 4 available Make Offer Amtek Oil Pressure Transducer KA21-014-100G 200. OBO B/K KFC225 Flight Computer: Servo Brackets:

By the way, anyone know of a good vendor/supplier/rebuilder of these resistive senders (rebuilt or new)? Any reviews from those who have upgraded to freq based senders? I know there is a cies thread, but it doesn't really say if the conversion is worth it ($). Thanks in advance -

Clarence - Thank you for this - could you tell me what is the source of this table? I cannot find it in any of Continental's docs - Thanks - Bob

I use this arrangement, and love it for al of the reasons previously stated - the two dark 275's ate HSI and MFD - the failover in the primary ASI is to second AHRS unit on the right (which normally serves as a MFD), not the HSI. I removed the VSI and the TC b/c they provided redundant data and/or just became visual clutter.

I just pulled (last month) a complete KFC 225 system out of my 2000 O2 when I upgraded to a GFC500. I have all three servos as well as the controller box + cable harnesses. etc. All were working perfectly when removed - let me know if you need parts. Best - Bob

LBs project? Edit ... pls disregard. Found the thread

This is a good solution - I'm trying to prolong the inevitable full panel redo -

Too true -

That's it! Fantastic - Thank you -

Thanks - I saw someone who had machined a flush plug for these, and I was planning to do the same if I had to. I haven't removed the Moritz gauges, so I don't know how the screws are captured on the backside - ie if I can safely remove the screws without dropping a (conductive) nut somewhere randomly into the panel, or if there are studs in the panel that are fixed in place (do you know, by chance?) which makes it easy/safe to simply back the screws off w/o taking the dash apart. Thanks - Bob

Very helpful - thank you! You know, I looked on spruce, but this never appeared in the search - I didn't think to use "hole plugs" though

Greetings All - Might anyone know of a good source for the following? I can find plenty of sources for the round ones, but none for... ...this rectangular-ish filler plate: which is 3" along the long dimension, and also... and this one is a wild shot... A filler (two fillers?) for the Moritz Cluster on the top of the panel (being replaced with a JPI900)... I remember seeing someone in the past who has machined a nice filler for these, but I couldn't find it - Thanks in advance for any help. All the Best - Bob

Depends on when you go, I suppose. I've had both experiences there. Once was smooth and hassle free; limited crowds, and no issues. The other was a mess - I think it was spring break. There were no rental cars available in town, and one family had been waiting for over three hours at the FBO for a taxi when we got there, and one of the group was almost in tears. Hotels were booked solid. No local rooms + no transportation off-field = hassle for an overnight. On this latter occasion, the FBO was friendly as always, but they were pretty much helpless to do anything and were kind of throwing up their hands. I guess the lesson is that if you are going to Sedona, make advance arrangements to be sure there will be availability when you get there.

Recommendations: KFSM - Fort Smith AK has great fuel prices - if you skip the FBO'S & go to the self serve at "Charlie South" off of Rwy 25 near the Tower. Nice small crew lounge (unattended) adjacent in the first row of t-hangars. KTHA - Tullahoma TN. Great SS Fuel and really nice/modern terminal/FBO facility, and the Beech Museum is on the field. KPWA - Wiley Post in OKC - use Meta FBO. Super folks and a great overnight stop (think steak) KEXX - Lexington, NC - the best BBQ on the planet is just a courtesy car ride away (Lexington #1) - it's really close to Charlotte. KSEZ - USS Sedona (AZ) - enough said - great restaurant on field, but overnighting here can be a hassle. Don't pass on a Grand Canyon overflight if you go this way. KAEG - Double Eagle, just outside of ABQ. Good (simple) cafe on field, and a good stop if you are going around the Rockies to the south. Use KSAF instead if overnight - Jet Center FBO. Highly recommended -> In the morning if 9K and 12K winds permit, from KAEG or KSAF you can go north up the valley past Alamosa (KALS) Colorado, past 04V (Saguache) then through the North Pass (~10K') to Gunnison, then Montrose. From there you can head south towards Page (KPGA) past Abajo Peak, Monument Valley, and then over Lake Powell and finally the Grand Canyon through the Zuni Point or Dragon Corridors. From there its a short hop to Sedona. May seem the long way, but if visibility is good I promise you won't regret it.

Transiting the South-central CO Rocky Mountains via Gunnison through North Cochetopa Pass past the Great Sand Dunes exiting through La Veta Pass

Early Morning Meeting of the Mooneys in Sedona.

Early morning throttled back flight in the Appalachians near KAVL. Severe clear, crisp, and totally calm. Like a meditation - only better.

I know this doesn't answer the original question, but... I have a Reiff which I use when I need to heat the engine from cold in a few hours, but normally on shutdown I: 1.] open the Oil dipstick, and let the steam out (5-10 min, while I'm backing it into the hangar and battling the ice on the ramp) 2.] insert a twin hornet (these things are great) in the left (pilot) side cowl opening and position it on top of the front cylinder 3.] Lock it in place with Bruce cowl plugs, 4. ] Wrap the cowling with a Bruce Engine Blanket 5.] Attach a Black Max Dehumidifier (https://flyingsafer.com/2065) to the oil breather. Overkill? Perhaps, but because I put the Twin Hornet in right after shutdown (it's rated for this, but the way), it never lets the engine cool down completely and cold soak - it simply cools to ~60-70 degrees and holds there, just like it does on a nice spring day ;). I have an uninsulated hangar, and the internal hangar temp this time of year regularly gets down into the single digits. The oil and CHT temps, however never get below 60. They usually are closer to 70. I love this combo, because it is a set-up and forget, and whenever I need to go the plane is ready - No timer, switch or other stuff needed...

Why they call them the Great Smoky Mountains

Off PWK in the early AM with Chicago in the distance and the marine layer hanging over the lake (lake effect snow in progress). All the bizjets in the departure conga line were heading to St Thomas, Cabo, Freeport, Naples... Not me, though. Launched into severe clear and landed one hour later with the TKS on in solid IFR and blowing snow. Ahh, the joys of flying around the Great Lakes in winter...

Quick overnight round trip from MI to Ithaca; interesting weather both ways - ILS to mins in worse than forecast blowing snow upon arrival - then hurricane force headwinds (but smooth) on the way back - steady 50kts off the nose at 6000’ - worse higher. Uugh. Turned Mooney TAS into a C172 ground speed. Max I saw was 70+ kts - winds worthy of the west. Detroit from 11K’: Surfing the layers on the return: Aargh....

NC to MI on a beautiful - and cold - winter’s day. A change from the usual low overcast with icing typical for this time of year. Destination had a density altitude of -3000 feet. 30 kt headwind just meant more time to enjoy the flight -

Happy New Year to everyone! I see that the "I fly turbos - I fly NA Mooneys" schism is alive and well! Let me add my thoughts... The definitive bottom line is that Mooneys are marvelous airplanes, and I feel truly privileged to have the opportunity to fly them as long as I have (now 32 years and counting...). I love my Ovation, I really do, and, like many of you I have flown a lot of different GA aircraft over the years. Mooneys are marvelous. Every time I slip into the left seat I get a big smile on my face. I noticed that my Acclaim-owning friend a few hangars down has the same smile on his face too. I have flown Acclaims as well, and the smile appeared on my face then too. Both Ovations and Acclaims, and by extension their M20 brethren of both stripes, are awesome platforms. Which you pick really is personal preference and mission driven, as has been so often said. For me, I fly in the mid-teens frequently, depending on winds and weather, but my passengers usually prefer lower (10 or even lower), so I am happy to oblige unless conditions don't permit. My O loves 10-12K. When I am solo I typically fly 10-16. I see 180-185 true ROP at a high cruse power setting all the way up to 14/15K' in fire-breathing mode (which I have to admit is fun albeit more expensive). My O climbs like a homesick angel up to 10, then less so up higher, but 500-600 fpm is no problem in the mid teens; I see 168-174 true LOP at lower power settings, which give me more endurance that my derriere has to be sure. The difference between the Acclaim and Ovation in my experience is pretty negligible up to 10-ish, higher the Acclaim keeps going strong as the O starts to wane. Personally I don't like wearing masks (I have a beard) so mid-teens and a cannula almost always works just fine for me. And I'm sure the A would shave a few 10's of minutes off my typical trip, but then that's a few 10's of minutes smiling less. I flew over 200 hrs last year, and fly to the west coast several times a year... as well as the SE US during convection season. I have a son who lives in the Rocky Mountains, so I get to experience those when I visit. The O does just fine in all of these scenarios, and I'm sure an A would be stronger at high altitudes and DA's, but I am quite happy with the O's performance. Bad planning in the mountains doesn't care what plane you are flying... As the year ends I am just very grateful to be one of the few people who have had the privilege to own and fly one of these marvelous airplanes - and to have the opportunity to interact and share that experience with all of you marvelous people. So as Tiny Tim said...God bless us, everyone. Have a great New Year y'all. - Bob