rickseeman

I liked it. I'm wanting to build one too. One thing I haven't figured out yet is I see some connectors that are labeled Cessna and in a previous thread it said Mooney was different for some reason. And it explained but I haven't seen the thread lately. Thanks for posting.

For those wanting more info on this topic I found this in a previous thread from 2016. I'm not sure of the kit cost. I just went through legally converting from 89USG to 102USG about 7 months ago. With the existing 44.5 necks, you're not prevented from filling to 51USG per se - you just need to work a bit longer to fill them to that (the newer necks have a mark at "44.5USG" on the lower filler opening, and a "51USG" marking on the upper portion). We replaced the existing filler necks with two new ones, each having a V-shaped notch cut out below the filler openings to allow filling to the upper-lip without having to "burp" them as you fill over 44.5USG. The kit gets you the two metal necks, a couple of placards for the fuel caps, and a plastic ring corresponding to 51.0USG per side that replaces the one around the fuel shutoff valve on the floor. Along with that, we re-calibrated the quantities and changed the JPI EDM900 to display 51USG per tank. Folks who have 1994 through 1998 airplanes with the mechanical Sigma-Tek fuel quantity indicators who choose to legally convert to 102USG will need to find a way to display correct fuel quantity. Not sure how or if you can change the quantity indication on the '99 through '04 Moritz gauges.

It's some small changes to go from 89 gal to 102 gal. The link from Cruiser above kinda explains it.

Will do. I tried Mooney but no answer, then tried LASAR but no answer.

I wasn't saying I had the wedge vents. But the way I read it I thought it was insinuating that they were already there. It is placarded for 44.5 gal.

Thank you. The way I read that is the vent is already there and I can get the 51 gallons in. All I need to do is order new fuel placards and do a new weight and balance?

I've heard of a Mooney STC for "vented" fuel filler standoffs (if that is the proper description) for the Ovation that allows for an extra 10 gallons of fuel. I guess when you do this you can fill the tank up like a normal tank instead of stopping when it gets to the bottom of the pipe. Does anyone have info on this? Or perhaps an STC number? I've searched, but because I really don't know what to call it, I've come up empty. TIA

J vs K is not fair. J is the defining Mooney. Ultimate speed, lowest fuel burn, lowest maintenance. The J has a walk-on-water reputation for a reason. K is completely different. Turbocharged, high altitude, long range screamer. Usually best suited for a guy traveling alone (because you will be on oxygen) on long trips. I think mine used to do 192 kts on 11.7 gallons. You can cross the country fairly quickly. But this capability comes at a price. The K doesn't have the indestructible Lycoming IO-360 like the J. So expect higher/more frequent engine bills. The later model R vs M comparison is the same song at a different volume. A physic would say you have Mooniac tendencies. Enjoy the trip. And may the force be with you

I'm from Arkansas. Do you really think that would bother me?

Should I feel guilty about paying $75 per month for hangar rent in Arkansas?

IFR training is by far the most miserable/demanding thing you can do in aviation. I did my training after work in the wintertime. It was 30 something degrees during my lessons and I always came out sweating. So what can you do to make it easier? Of course, fly the simplest airplane that will work. AKA Cessna 172. But sometimes that's not practical because of location, availability, etc. It's hard to imagine an airplane with more to do on an approach/go around than a 231. (I had one, loved it.) You are correct in your line of thinking that an O is easier. No turbo, no cowl flaps, no prop adjustment, (as long as it doesn't have the 2700 RPM STC). Everyone is knocking your instructor for making you do approaches. Assuming you already have some hood time, what else do you do on an IFR lesson? There is one thing that you can chisel in granite. Anybody who does their IFR training in an airplane more complex than a 172 is a better man than me.

It gets my vote. What a wonderful machine.

He told me but I was so mad I didn't follow it. Something about the G5 I think.

That's was my understanding also. I'm a little disappointed.

G5

Thank you

I had my O in the avionics shop last week for other work and Garmin told him to disable my electric trim (not just pull the circuit breaker) until they come out with a fix for the GFC-500. Hopefully in a few weeks.

Do they ever come unlatched in flight or is this from not latching it?

Airplane ownership is a 10 times better experience when you have some good honest maintenance shops nearby.

Thanks

I agree. I think I have a plan. Thanks to everyone for your help.

That's the switch I used while cranking as instructed in the POH. On a Bonanza to prime it's like throttle and mixture full forward. Boost pump on until fuel flow shows on the gauge. Then leave on for 1 second for warm day, 3 seconds for cold day & 5 seconds for very cold day. Then start the engine. I was hoping there was a similar procedure for the O.

That's what I did (since that's what the POH says) and it never hit once,

I wouldn't say it's exactly "not clear", priming is not even mentioned, other than saying to turn on the low boost pump while cranking.

That makes perfect sense. The line: "Boost pump to prime until you see stable fuel flow" is missing from my POH and the other serial number POH that I have. Thank you.