Pinecone

Do you have one for the Encore? I have a 252 upgraded to Encore spec.

Looking at the places mentioned and some that popped up on Google. the price, shipped to my house is +/- a couple of bucks. The freee shipping may be more of a deal if you buy several cases at a time

FYI, I ordered 2. One for my Mooney. And one for the CAP 182 I fly that uses one of those stupid spot indications.

Over thinking it. Punch the whole first thing and the oil will be drained by the time you are done with the to draining, capturing sample and filling out the paperwork. But once you get the filter off, what are some of the filter cutters? They are a lot out there, and it seems some flick metal shards into the filter. So which to buy.

So you are saying that before any fuel is carried on the outboard tank, the inboard is full? So you would have to calibrate the fuel stick to check the inner or the outer. Inner only if it is not full, outer only if the inners are fuel, plus fuel in the outer.

Is the standard hose long enough to go up, out, and down below the fuselage on a Mooney? If not, I contacted the company and if you order directly from them, they will supply the hose to the length you specify. At no extra charge.

As I mentioned, I contacted several from Mooney Flyer list. Two are too busy. One said he was interested, but when I tried to nail down a date, crickets. He may be busy, but I wanted to look for a backup. And now, due to some changes in work travel, I am MUCH more flexible in August. I called Bob Cabe (thanks for the number) and we will touch base once I get back from my next trip and should be able to work something out.

I was sent the new code in a PM. Since it was PMd, I am not sure if they wanted it posted publically.

When I did my RH ratings, it was 30 hours (15 dual and 15 solo) to add on a Helicopter rating. But most insurance required 20 hours of dual prior to solo, so a practical minimum of 35 hours. When I did mine, by the time I soloed, I had done ALL my dual training, including a couple of the test prep hours. So I was at 36 - 37 hours when I did my Private Check ride. I did the Private raing, so that all the Dual towards my Commercial counted as PIC for that requirement. And before I did my Commercial checkride, I had already started work on my CFI RH. Commercial ASMEL, IA, RH, G, Private ASES CFI (non-current) ASE, IA, RH, G AGI, IGI No where close to filling up any of the certificates.

FYI glide ratio does not change with weight, but best glide speed does. When lift is good, competition sailplanes add ballast to fly efficiently at higher speeds. But they can dump the ballast if things change. It makes no sense with the same fuselage and same wing and tail, that a J and K would have such different best glide speeds at the same weight.

Having just gone through this, and bought a Mooney..... As others have said, it is not going to save money. But what made me buy one, was to do places. Rental, it is difficult to take the plane for a weekend or a week or two weeks. Especially if you want to fly somewhere in a few hours and then stay there for a week and fly back. Rentals want high daily time. Especially for trainers and also over weekends. Availability is also a piece. I can go fly anytime I want to do so. I don't need to shift due to finding a slot in the schedule or not being able to get access at all on a given day. I spent a lot of time on the phone and texting Byron Rodgers of Fly RPM here on Mooney Space. If a plane was close enough, he was my choice to do the pre-buy. Mine wan't, but it was close to the shop of the guy who trained Byron as an A&P. Byron reviewed the logs on a few candidates, and found some serious questionable things on a couple of them. And gave clean marks to the one I bought. Yes this cost some money, but IMO, it was well worth it, and I learned a lot in the process. In my search, I decided that the one big item that had to have no red flags was the engine. You can drop a lot of money if there are engine issues. Paint, interior, avionics can all be done over time. But the plane does not fly with engine issues. Expect to go down the path on several candidates (maybe not, but be prepared). The first one for me had some serious red flags with the engine. Another one, they required the pre-buy be done in their hangar and would not move it anywhere. Another was great, all set up, a verbal agreement for the selling and buying, and the day it was to be delivered for the prebuy, the owner changed his mind and would not sell it (get the agreement IN WRITING). A couple I could not get any reponses. And finally the one I bought. It checked most all the boxes. And checked a few would be nice or even GREAT to have. No serious red flags. But more than I had planned on spending. But I can afford it, and I am sure I will be happy. Oh, as for the peak in prices, that may be true, but interest rates are going up. I closed on mine the day before my rate would have jumped by around 1%. On a $150,000 airplane, that would have raised the payment by almost $100 per month. OR, for the same monthly payment, you could have purchased a plane at $165,00.

In flight, yes. Door to door, many times not. As I was starting my search for a plane, we went to SAT for a week for fun. Closest airline airport is BWI. Commercial was: 45 minute drive to the airport 15 minutes parking and shuttle to terminal Check in 2 hours before flight. 1.5 hour flight. 1 hour connection 2 hour 42 minute flight waiting for jetway, walking to baggage claim, waiting for bags, about 20 - 30 minutes. Total time almost 9 hours from home to bags in hand. Mooney would be: 5 minutes to the airport 30 minutes loading and pre-flight 6+49 flight time (can do it none stop with long range tanks) 5 minutes to deplane and grab bags Total time 7 hours 19 minutes Or 1 hour 40 minutes faster than commercial

Please send phone number/email Thanks.

Discount code no longer works. I was going to order 2. One for my plane and one for the CAP -182 I fly.

I need to find a Mooney experienced instructor to get my 5 hours of required dual for my new to me plane. It is a 252 (Encore converted) and is currently at T41, Laporte, TX. I am looking at flying down on Friday Aug 25. I am fine with meeting and flying somewhere else as part of the checkout, or staying in the T41 area. I thought I had one arranged from the listings on Mooney Flyer, but I have not heard from him for a while, so trying to arrange a backup. Thanks.

My point was and is, no matter what you have, TKS, boots, hot wing (jets), there is no reason to LINGER in ice. Use your anti ice to deal with any icing you encounter, but try to get out of the ice as soon as practical. Your anti ice could be overwhelmed, you could have a failure. And then you are in trouble.

Thanks. So Step 1 looks like installed GTN-750Xi, some audio panel. And probably upgrade JPI 700 to 730 or 830.

Owners of non-Mooney aircraft?

OK, I misunderstood the upgrade. So it is worth the extra for the Xi?

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).