RoundTwo

That is incorrect. I know that because I asked specifically. For a certificated airplane, it’s all locked down. All you can do is select the standard or alternate. However, if your unit is set up as Experimental, you probably have more options.

https://www.eaa.org/airventure/live

I’m sitting on my couch in Georgia, living it through the video feed.

Mooney mass arrival in action!

I’m happy to report that enabling the alternate gain settings on the latest software version on my G3X has completely eliminated the porpoising I’ve been dealing with. I took the plane to the avionics shop for my altimeter certification and asked them to use the alternate gain settings we’ve heard about. I was told that I already had the correct version on the G3X but the standard gains were enabled. They enabled the alternate gains settings through configuration mode and on the flight home, the pitch oscillations I had going over were gone. YMMV, but this was the ticket for me.

Sorry I wasn’t more clear on this. I was referring to welding a new bell onto the pipe, replacing a potentially worn one. However, this muffler isn’t very old as it was replaced not too long ago.

1988 J with single landing light in the cowl. I had the cowl off recently and noticed exhaust stain on the inside of the cowl, just below the landing light. Is there any non-destructive procedure that can be employed to seal up the leaking slip joint on the #1 pipe? Both of the other two pipes slip easily and get Mouse Milk routinely. I understand welding is an option but am hoping there may exist a way to pinch or shrink the bell by a few thousandths. Or, stretching the down pipe would be another option. Thoughts? Chuck

As someone that went through something very similar last year on my 88 J, my experience may be useful. In my situation, there were no component failures and I spent a lot of time on my back, getting intimately familiar with the whole charging system, removing items and sending them off for testing, only to determine that everything was working as designed. Can you download engine monitor data at high resolution to see what’s happening with your voltage? Once you understand what’s happening from start up, it will be easier to prevent wasting time like I did, chasing suspected failed components that were actually good.

We’re still here, glad you are too.

Moving up, first would be a Bo and past that, a twin. I still want a Time Machine.

The operative word there is MAY as in “the following information MAY be displayed”.

Okeechobee is usually a great stop for cheap fuel before Lauderdale.

Is it possible to print on the curved top section, or just the flat face?

Jimmy, Thank you for all of the effort you have to put into these guides. I used the information extensively when I was buying and it made things much easier for me to wrap my head around all of the different nuances of the different planes I was looking at. The benefit was well worth the few dollars of cost.

If you’re going to use zip ties, using high quality ones is worth the extra few cents they cost. I used to be the king of cheap zip ties but got tired of the damage the rough underside did to whatever they’re wrapped around. I’ve become a Thomas & Betts evangelist and now only use the original Ty-Raps. The smooth underside and stainless locking tongue make them a much better choice than the cheaper ones.

It’s perfectly understandable in this situation because he was the owner to be, but drove to the repair shop and waited for the owner to fly his plane down to get it repaired.

I know people like to toss around high heat and humidity numbers to make a point, but 100° and 80% RH requires a dew point higher than any dew point ever recorded in the US. I’m just sayin’…

That’s a whole new take on a “short body Mooney”. Exciting to see one come back to life.

Yeah, I took a run at it a couple of years ago but the owner thinks it’s still worth $150K. Back at ‘ya from NW GA.

That would be a historical event if that ever happened.

Before I tried that, I’d be calling my favorite MSC for a price check on a replacement door. Then, I’d make myself comfortable, waiting for rescue.

There’s also a neglected K on the ramp at KDNN. It flew in about 10 years ago, but until recently had been hangared.

They stayed in the video that they flew from Tennessee to Georgia with the gear extended because they know they had a problem. If that’s the case, they shouldn’t have taken off unless the gear was down and locked and then don’t touch the gear so you can assure a safe landing with structurally sound landing gear.

They knew they had a problem in Tennessee and we’re flying it to Georgia to get it fixed. The problem was severe enough in Tennessee that they made the decision to fly with the gear extended all the way to Georgia. The big question is why did they decide to take off if they did not have proper gear down and locked indication. On the legal front, is the airplane declared unworthy if the gear is not confirmed to be operational?