Pinecone

NP, it happens. And sometimes they are funny.

Then don't use NPT threads. Just straight threads and an O ring or gasket. Yes, but it only takes a bit too much. And with the angled ones, what happens when it is properly tightened, the thing points the wrong way?

If it was easy to turn, and very hard, SOMETHING CHANGED. And in a not good way. You need this looked at before further flight.

Again, this was FORTY years ago. And it wasn't ULSD back then.

Typo, it was supposed to be 300 HP in the second. 25 GPH for a 220 HP engine is amazingly 11.4%.

No, I meant a 300 HP engine.

Cool, another Hog Driver.

When I do my dream panel, I already have the GTX-345, so going remote is a good bit more money. For me, I am the same on the audio panel. But have to think about others that do like music. I will listen to it, but if there is none, I am fine. For me, the right hand display is for a second pilot flying in that seat. And a reversion screen, just in case.

Hmm, I have to check, but I thought my 650 showed time and distance to each fix on the approach.

The electric trim trims the tail. So just like manual trim, if you are out of trim, you have to apply a force. This has nothing to do with the autopilot and over riding it.

Again, this was in 1983. So a LONG time ago. No Jet A available nearby. Local FBO had 100LL and was pumping MOGAS from the old 80/87 tank. The operation was burning enough fuel in the turbines that they refueled the fuel truck they brought with them every few days. The nearest airport with Jet A was 30+ miles away. So they had the local home heating oil company deliver to the airport. Looking around, locally farm use diesel is $3.799 per gallon. Jet A is available at the airport now, but at $6.79. They probably have not filled recently. There is one turbine helicopter on the field and from April - Oct there is a tandem parachute operations flying a Caravan

I have always heard that a good target for fuel flow for take off and climb was 1 GPH per 10 HP. So a 300 HP engine should be around 30 GPH. My 220 HP engine is about 24 - 25 GPH at full throttle and full rich.

I bit of a trip, but not much for a Mooney, I would use RPM Aviation Services at KGAI. @jetdriven knows Mooneys

Yeap, the AN-2 engine is a Polish exact copy of the R-1820. I have heard that the Soviets copied the B-29 so precisely that they included a bullet hole that was in the wing of the one they copied.

AC 45-2E https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_45-2E.pdf This AC describes an acceptable means, but not the only means, to comply with the requirements for identifying aircraft and aircraft engines with identification plates, identification marking requirements for propellers, and marking aircraft with nationality and registration marks. However, if you use the means described in the AC, you must follow it in all important respects. 7.1 Placing Other Text or Graphics between the Two Parts of an N-Number. 7.1.1 You may not place any text or graphic between any of the letters or numbers in the N-number unless the aircraft is an antique aircraft. 7.2 Placing Text or Graphics Elsewhere on the Aircraft. You may put text or graphics on areas of the aircraft other than those reserved for the N-number. Ask a local FAA inspector to ensure that the text or graphic does not impede or degrade the legibility of the N-number. 7.3 N-Number Legibility. The N-number is required to be legible and written in capital Roman style letters without any ornamentation. You may use shading or a border only if it makes the number more legible. Use the following guidelines: 7.3.1 Make sure the color contrasts sufficiently with the color of the fuselage to make it easy to read. Be especially careful when the background is highly decorated, as in checkering. Consider applying the requirements of 14 CFR 23.811(c)(7)(ii) or 14 CFR 25.811(f)(2), Emergency exit marking, as a test of whether the color of the N-number contrasts sufficiently with the background. 7.3.2 Check the reflectance of external markings. Using electro-optical instruments or photometer card sets is an acceptable means of verifying reflectance, but these instruments are not required to establish reflectance. The FAA considers a 12-inch number legible if you can read it from 500 feet away, in a horizontal line, and perpendicular to the side of the aircraft during daylight hours, without using an optical aid such as binoculars. 7.3.3 If you question whether an N-number is legible, because of either color or reflectance, check with your local FAA inspector.

Nice panel, where did you put all the switches? The paint job is striking.

This was in 1983, so a while ago. Hmm, around here diesel is cheaper than Jet A. And you can get diesel for farm use a bit cheaper since you are not paying road taxes.

"The first two A6M1 prototypes were completed in March 1939, powered by the 580 kW (780 hp) Mitsubishi Zuisei 13 engine with a two-blade propeller." "While the Navy was testing the first two prototypes, they suggested that the third be fitted with the 700 kW (940 hp) Nakajima Sakae 12 engine instead. Mitsubishi had its own engine of this class in the form of the Kinsei, so they were somewhat reluctant to use the Sakae. Nevertheless, when the first A6M2 was completed in January 1940, the Sakae's extra power pushed the performance of the Zero well past the original specifications. The new version was so promising that the Navy had 15 built and shipped to China before they had completed testing. " Differing information.

They could even start by taking orders from customers and service centers and then produce the parts. I would buy a spare no-back spring. Invest part of the profit in making a few extras. I recently had them fabricate a part. It was less than $60 in materials, and maybe an hour to make one. They charged over $600. They could have made 5 of them, and put the on the shelf with some cash in their pocket. This way, they would slowly build stock of parts based on what is being ordered or needed.

NPT a tapered. Cylinder studs are not. With NPT, since it is tapered, you are effectively driving a wedge.

Yeap. I thought it was not working at all to capture, but it would hold. Then I was using VS and it captured fine.

That is one BIG bolt for an airplane.

My engineer side says, What MORON would put a steel NPT plug in a cast aluminum boss. If it gets overtightened, it WILL crack the boss.

It is different in that Mooney doesn't have a lot of parts available. If I were in charge, as they get orders, I would make extras and start to stock up on parts available. And either open up suppliers to sell direct, or place small orders to stock things like no-back springs. But not sure what they are doing, as they have not been saying anything. If I were running it, I would be telling owners what is going on. Johnny was online almost a year ago with info, and then nothing. I suggested a monthly post on MS to keep the word out, and everyone here jumped on me.

REALLY old school when you not only have and ADF, you have TWO of them. Yeah, we could you spend some real money. Another option is to look at the Aspen 1500. Fits in the existing round holes, gives you PFD and MFD. If you want to really do the job (and probably spend more than you paid for the plane): 10" G3X with EIS G-5 Backup GTN-750Xi primary GTN-650 secondary (or go with a simpler nav/com) GTX-345 transponder (ADSB Out and In) GFC-500 autopilot Either Garmin 350 or PS Engineering 450 audio panel Optional - 7" G3X for the right side or panel mount for AERA 760