Pinecone

Agreed. Nothing I plan on putting in would be replaced. 750/650 to Xi is an upgrade of the box, not a replacement. https://sarasotaavionics.com/avionics/gtn750-to-750xi-upgrade https://sarasotaavionics.com/avionics/gtn650-to-650xi-upgrade Like the 430/530 non-WAAS to Waas.

I think I have decided on a plan. For now. Currently there is a GTN650 (not Xi), GTX-345, Aspen 1000, G5, King Nav/Com, KAP-150 w/ KAS 297B (alt hold/preselect), JPI EDM-700, Stormscope, ADF. I have a nice offer to buy a GTN750 (not Xi) and GMA-35R. So thinking, step one is to add the GTN750 to the existing 650 and get rid of the King Nav/Com and ADF. This gives me a large nav screen. Install the GMA-35R or a PS Engineering audio panel The next step, in the future, is to put in G3X with EIS and GFC-500. This will allow me to sell the Aspen and KAP-150. Then later, upgrade the 750 and 650 to Xi. Gets me where I want, in stages so not such a huge bill at once. Thoughts?

Exactly. Carson speed is INDICATED air speed. Fly higher and TAS gets to be very nice. Perfect altitude would be where WOTLOP = Carson speed. Which may not be doable if turbo. My 252 book says, 26,000 feet, standard day with 65% power is slightly faster than Carson speed.

Not sure. Shop has changed the gauge, the probe, wiring. Recently compressions were down and borescope showed glazed cylinders due to improper (low power settings) break in. So they honed all the cylinders and the breakin was done properly All was good until this last flight. About 5 minutes after takeoff, very rough running engine. Returned to the field. I have pictures of the piston and cylinder. But the piston could be the twin of the one in Mike Busch's Engines on page 30

We are quite close. I did my PPL at 0W3 in Grumman Tigers in 1979. Then instructed there for most of 1984.\ You are more than welcome to check it out, when I finally get it home.

We just trashed a piston and cylinder on a C-182, O-470 due to detonation. A picture of the piston looks just like the detonation picture in Mike Busch's book Engines. Not sure what the CHT was, as we only have a single probe, that always reads high (winter, cowl flaps open, it still read over 400).

Hmm, I wonder if they have a financial stake in the shop and want to have to remove your engine. While that might work in cars, with the amount of blow by in an aircraft engine, that sounds like a recipe for an early overhaul.

Did you buy through Jimmy? If so, he can arrange a ferry pilot, who is a CFI for the checkout when he and the plane arrives. I am in a similar situation, my new to me plane is in Houston area, will be based in MD (0W3). I am going to fly down, and arranged an instructor (from the list on Mooney Flyer). Do the 5 hours dual required by the insurance, and they fly the it back home, covering the 5 hour solo requirement.

My take is, FIKI allows me to legally check things out. For ME, it is not a license to continue to fly in icing conditions. I would be looking for a way out. If ATC wants you to stop your climb or descent in icing, I would be asking for something different. Nicely at first.

I updated my Profile. I am in NE Maryland, 0W3 (Harford County). And yes, I do have a hangar arranged. For a while I will be subletting, but should have a permanent assignment by next spring.

COVID

Why would you want to linger in icing???????????

E-type started early 60s Miura was late 60s.

Congrats. I plan on doing my MEI this fall. Both for the new rating and to reinstate my CFI which has lapsed.

COACHING. Airplane will be based in Maryland.

Controller. Barnstormers. Trade-a-Plane And it seems some people really are not interested selling. I agree, have your financing in place. Contact an escrow service for deposit and handing closing, so you are ready to go. Good luck. I went through 4 before I got one to closing.

Thanks

It seems a post got lost. NICE panel. I would love to have that setup. Maybe eventually. A couple of questions. Why the JPI versus Garmin EIS? Why G500TXI versus the G3X?

Stick forward/stick back, with tailwheel you fly the airplane any time you are in it and it is not tied down or in a hangar (with the door closed).

https://perlanproject.org/ The Perlan 2 will fly to 90,000 feet at the edge of space

I will update avatar, once I actually have the plane.

Exactly. It easy and convenient to use N2 Especially if you need higher pressures.

Update, went through several planes before finding one that was actually available and in reasonable shape and the stars, sun, moon, and planets aligned. The one I bought has an Aspen and a G5 with a 650 and GTX-345 in the panel. EDM-700 engine monitor. So I got a quote for a G3X with EIS and GFC-500 autopilot. It seems that while Garmin says the G3X supports the KAP-150, it is not a match made in heaven. In rolling the avionics into the load, they would only finance about 40% of the avionics upgrades. But selling the Aspen and KAP-150 will help offset some of the costs. Eventually, I think a 750 is likely.

In racing, the main reason that N2 is used is that it is more convenient that running a compressor in the pits. To truly get a complete fill of N2, you need two valve stems to release the air that was in the tire when it was mounted. Yes, I also road race. I see no reason to not quickly move large sums of money out of my hands. And I used to race sail boats.

Insurance is in place. I needed that to close the financing. I am talking to a couple of TX based Mooney instructors from the listing on Mooney Flyers site. Thanks, I did a lot of thinking before deciding. And THANKS to Byron of FLYRPM here on Mooney Space for a lot of couching and consulting. I really did consider a J to start, but I know myself, I WILL end up with the best of the line. So why not just start there?