Pinecone

Intake boots and no back springs are not made by the factory. They need to get enough orders to order a batch. IIRC, the minimum order from Eaton for the NBS is 50.

The firing as you release the key from start is a known issue. It indicates a failing left mag.

The Universal one seems to have some random scale. It is not inches (which would have made sense). In the table I attached, I also measured the fuel level in the Fuel Hawk if it was needed at some point. Unless you have calibrated the wing gauges, they may not be accurate. If you look at the PDF, at 1/2 inch in the aux, I had added 27.5 gallons, but the sight gauge read about 22, so 4.5 in the aux.

That is great, but doesn't tell you how much total. I calibrated Fuel Hawk and FuelStik for my plane (252 with Monroy with spedbrakes). I wrote and article for Mooney Flyer on the process. Present Position (themooneyflyer.com) Attached is the results. Fuel Measurements.pdf

They used to come to Mooney Summit and do calibrations. Maybe next year.

Some aircraft (my 252) are wired with a load meter. This shows you the total electrical draw. I see about 25% load on the working alternator, so about 15-18 amps total draw. Or about 2 hours on a full charged, full capacity battery. But I would count on 1/2 time on 80%% of rated, so more like 45 minutes to keep everything running.

A full on Aerocomfort like interior will run about $25,000. An Airtex will run about $12,000 (with shop doing the install). Do you think someone will pay that much more for your plane with the interior? Assuming they like it. And if you do it yourself to save money, you are giving away your time.

Another option for the pre-buy is @jetdriven at KGAI.

Whelen has a pulser unit. You have to almost know it exists to find it. @OSUAV8TER can special order them. It works like the Pulselight in that you turn on the switch for the pulser and it pulses the connected lights. Turn on the switch for that particular light, and it comes on steady, no matter what the pulser is doing. So, I plan to set up my 2552 to pulse the recog lights with the taxi light. So Recog - Taxi - Recog - Taxi etc. If I turn on the Taxi light switch, the taxi light will come on steady, but the recog lights will still pulse. Unit handles 4 circuits, but they are paired, so circuit 1 and 2 are on together and 3 and 4 are on opposite 1&2. Whelen 711556. James got it for me for around $650. Model 71156 Series LED Flasher Assembly For LED Lightheads | Whelen Aerospace Technologies (flywat.com)

Yes. But since I cruise at 63% power, I can be extra conservative by setting that power at full rich when leveling off, then do the BMP to LOP. GAMI does say you cannot set mixture by CHT, that is a Mike Busch thing.

I think his point was, the difference in not significant and may be too small to see on your MP gauge.

The shop I chose is close enough to drive to if needed. Not at the same airport as the avionics work, but close enough for me to visit both weekly. As mentioned, others on my field have had work done by this shop and were very happy.

Based on that logic, why do a preflight or runup??? Everything was fine on the last flight...... Let's see, one scenario is that the set screw for the selector handle is loose. Just loose enough that you were able to select fullest tank for landing, but the next time you try to turn it, the handle comes off. Or, your less than stellar landing jars something loose in the less full tank and it covers the pickup. The things that can go wrong do not only include the selector.

Merry Christmas and Happy Holidays.

I am going with a local shop also. I don't want the full blown interior that Hector normally does. So while my plane is in the avionics shop, the interior shop will pick up the interior pieces, redo the interior and deliver back to avionics shop to reinstall when the avionics work is done. New carpet. Seats done in mix of fabric and leather (fabric is more comfortable), headrests leather with embroidered Mooney emblem. Plastic pieces repaired and painted, kick panels replaced. Yokes leather covered. Insulation replaced. I asked around the airport and several people recommended this shop. Once the work is done, I will post info and pictures.

Because the other way prevents a BIG surprise when you switch tanks at cruise. I KNOW both tanks are feeding before take off.

13.7 is for lower compression engines like turbo engines. Your number is higher, but I can't recall the exact number. But otherwise, you method is sound. But once you know the numbers, you can set MP and RPM and then do the BMP and be pretty much spot on.

You can, and I did, calibrate a dipstick for Monroy tanks. You just have to measure at each filler at each increment of fuel. And wait between adding fuel and measuring the fuel level.

JPI sensor is front of engine.

Does it have two condensers?

The deal with the K&N is it filters better with a coat of dust to fill up the holes. But that increases the air loss. One friend of mine just used a new paper filter for every race weekend. His testing was it flowed almost as much while filtering better, but as it got used and dust loaded, the flow went down a good bit.

You could look for a used GTN-650 (non-Xi) for now, and then the swap to Xi is simply removing the one and replacing it with the other and configuring. I did that swap about 15 months ago, and it took less than 2 hours.

FYI, about the G-5s not being centered on the yoke, for me, in my airplane, my body is not centered on the yoke. I would prefer the instruments centered on ME.

Thanks. Many people say something is ergonomic, when it is not. And lifting your hand and arm is not really ergonomic from a movement perspective, but may be from a visual perspective. I am about to do an avionics upgrade, so will consider this. My controller will not fit in the stack, so can only go so high before interfering with gear switch.

I was talking about after the ship's battery is used up.