AerostarDriver

In general, do less hanger flying and do more flying. However, I plan on finishing up my CFI in my E, flying out my 500 hours total time in order to participate in the Mooney Caravan to Oshkosh in 2022, (I do not have high hopes for 2021). As far as the goals for my airplane, I intend on doing the following: Replace fiberglass with foam as part of SB-208 Replace carpet as the years have not treated it well Replace my JPI 700 and non-stock engine instruments with a CGR-30P or equivalent

You are correct, I couldn't tell which way the photos where taken but now I see.

You could do primary category which is legal and much easier to do then Experimental R&D. The IO-390 on a G would be tough because you would still be limited to the lower gross weight. From what I have heard from RV guys that put the IO-390 on over a similar angle valve IO-360 its about a 20 pound increase. You also have to factor in insurance as the 390 makes it a high performance airplane even if its only 10 hp increase. Personally, I considered a G when looking for a Mooney, a G with 200 HP is pretty much an E with more leg room and more range. You improve climb performance but you still have a very low max gross of 2525.

Looks like the brakes have already been reversed.

@jlunsethThank you for breaking that down, I clearly had not followed private carriage all the way through. However, I would still look at 91.321 - Carriage of candidates in elections.

Register the dogs as a candidate in an election. Therapy dog Murfee elected in mayoral election in Vermont (ajc.com) On a more realistic note, I would argue that this would fall under private carriage assuming two things, you had a contract in place and served only a small number of clients.

I also would be down for a Short body E weight increase, BUT I believe the reason we will never see this has to do with rotational momentum in the lateral and vertical axis in regards to pitch and yaw stability/effectiveness. If you where able to get something approved I suspect the range would be rather narrow and located around keeping the the ideal moment arm for the tail.

If I can ever seem to liberate my airplane from east texas I have a serviceable AI that was literally just installed by Don Maxwell that I will be replacing as soon as it makes it back to Atlanta for a G5 upgrade. Should be within the next week or two.

Aircraft spruce about a week ago had the Zulu 3s at 900, the tangos at 850 and Sierras at 600. With the Sierras trade in the tangos would have been 600 where as previously you could not get the Zulu 3s with the sierra trade in for the same price.

The good news is it looks like the Zulu 3s got a price cut and are now the same price as the tangos.

They do make the tools for this. Just get a set of sub-d pin extractors, normally one end is for insertion and one is for removal.

I was looking at headsets a few days ago and was considering trading in a set of sierras for the tangos but I noticed today, the tangos are gone from all stores and removed completely from lightspeed's website?

Not so much an APP but a proper, digital CO alerter and pulse Ox I would consider pretty high up regardless of what airplane your in. (3) Mooney Crash Dan Bass CO Poisoning - InTheHangar Ep 77 - YouTube Clearly not smart enough to embed it but the TL;DW, Flying at night with an exhaust leak will kill you provided you are not extremely lucky.

Anyone know if their are any restrictions to where the GMC507 mode controller can be mounted? I have an E that I am redoing the right side panel and I am considering relocating my transponder to the right of the radio stack OR carving out a location for the GMC 507 next to the radio stack.

I have not committed just yet, I have had pretty good experiences with the few CGR-30Ps I have dealt with. I would be interested to here if the MVP-50 is any better, I have also had pretty good experiences with it in a Thrush 710. I looked heavily at the GI-275 EIS and I could not see a way to configure it with out spending about 7K on the unit and sensors. I have a JPI 700 currently that I am replacing, in theory I could go with the JPI but I am really not very happy with experiences with the 900 or 830 I have played with. I see your based out of Griffin, I soon will also be based out of Griffin.

I have the tools to do this however, I want do a mockup before I commit to removing the right side panel. The other argument is I have all the tools and software to lay it out in cad and make it repeatable which is nice if anyone else ever needed one.

It was the first place I looked but sadly the panels in the 64 and 66 aircraft are not compatible with the 69 and newer panels.

I have a M20E that I have been slowly modernizing. I am replacing a large number of analog engine instruments with a CGR-30P and this means that I will have a bunch of holes in my right side panel. Does anyone have drawings for the post 69 panels? I am all setup to cut a panel with a CNC router I have access too but I would like to take a stab at making a panel before I remove the old one. I have tried reaching out to Mooney since about January and I have heard nothing back after pinging them about once every 5 or so weeks.

An option for a turboprop Mooney would be the PBS TP100 which has been flying around on an RV-10 for a while now. PBS TP100 Turboprop Engine - PBS Aerospace

I have stopped short of doing my Orion 500 until I can get to the bottom of this on my Aerostar E. My concern has a lot to do with the additional moment arm that the stinger adds on weight the rudder. The Orion 500 weighs significantly more then the light it is replacing. The only mention within the STC and Install instructions to balancing is the eligibility notes on the STC marking certain aircraft as requiring proper balancing of which the M20 series is not technically listed.

Some what interestingly many of the J cowls I have repaired have had carbon in them in key places. I believe the motivation for moving to carbon has to do with stiffing the cowls up rather the the weight savings. Lopresti said it best when they designed there 201 cowl. "We have beefed up key areas like the cowl flap attach points to prevent them from falling off." Other manufactures solve this by adding a nomex honeycomb or simple foam. A good example are the Vans RV cowls which use both foam and nomex honeycomb in hot areas.

I also am not recommending the Apple watch. I have not had an issue with the Air other then its about 2 to 4% below what an actual medical device reads. My point was there are similar watches that do the same or more for less money. Maybe a better comparison would be the Garmin Venu which is 350 compared to the D2 Air's 500 dollar price tag and it does everything that the D2 Air can do without the neat but not super useful aviation functions.

As someone who has been one of the first people to arrive at a plane crash site, finding people alive at all is borderline joy. The video leaves me scratching my head, so much wrong. However, I was not there and will reserve comment.

For the last few years I had worn a Fitbit Inspire HR, before that I was a fan of Invicta watches. My wife bought me the Garmin D2 Air the day it came out for an anniversary gift. While I won't say it has been a life changing experience, I can highly recommend it has a pilots watch but it has some minor issues. In my case I had never been swayed to the D2 series because I wanted a fitness watch first and then any additional features would be cool but not required. Coming from the Inspire HR I was thrilled to have Pulse OX and some of the smart watch features on the D2. The battery life is about the same based on the way I use it. I normally end up at about 65% Battery at the end of each day and I charge it every day. One of the nice things with the D2 Air is when the FLY activity is enabled the O2 sensor goes in to continuous mode like the sleep mode and shares that data with Garmin Pilot. One of my issues with the Pulse OX runs about 2 to 4% below what my normal pulse ox is when read with a finger based reader. The big question, is it worth 500 dollars? Short answer, no, but that is only driven by one feature I would love to have that the D2 Air is missing, EKG. The Apple Watch Series 6 is 100 dollars cheaper, has all the same features and does an attempt at a wrist based EKG. My issues with the Garmin D2 Air for anyone at big G Metars don't have time parsed out with them The metars on the face half the time don't show up Notifications can not be dismissed easily Watch cannot be used for music controls unless you have a bluetooth headphones.

Maybe, just maybe they will sell them without the zeus fasterns installed or predrilled. I would love to do a field approval on my E for a Carbon J Cowl.