Pinecone

I would have loved to take a course teaching lathe and milling. My university had a winter term class. A buddy and I tried to take it, but it got cancelled.

If it stays on, it may be bent. It is right where a line person will lean against the wing when fueling. Maxwell has a fix that consists of grabbing the vane with pliers and slightly flexing it. If you call them, they can tell you exactly. I had this issue and they fixed it at Mooney Max two years ago.

OK, but they are saying Lasar will take over making the parts that Mooney makes. So will they be able to do it under the Mooney Production Cert???

The cool kids were in Tampa at Peter O Knight field (KTPF).

I have NO idea. I know that I am 15 degrees LOP on the richest cylinder. I will check on my next trip

That setup is not uncommon with one electronic ignition. Just installed a Surefly on my 252. We put it on the right side. The left is the original Slick with impulse coupling. It sure starts smartly. I plan on replacing the harness with a Maggies and will have the SF fire bottom plugs and the mags the top ones.

Until you have it. I remember a flight in a friend's Cherokee 180D. I was flying from the right seat. He started muttering and cussing under his breath. I asked him what was wrong. He commented that I flew his airplane almost 4 knots faster on the same power setting. I am glider, tailwheel and helicopter trained and certified. I use the rudders.

The question I have is, are things structured so that Lasar can use the Mooney PMA for making parts?

To be clear, Lasar is not directly planning on refurbishing aircraft. That is a company called AEROCOR, which has been doing a similar thing with Eclipse jets. They will rely heavily on Lasar for the parts support.

How old is your TIT probe? When I got the plane, I had a JPI 830 installed. The JPI and stock TIT were running a significant difference. Like 50 degrees or so, IIRC. I had the shop replace the stock probe and all of sudden, they were almost exactly the same. As the TIT probes age, they read lower and lower.

I just flew 5 hours yesterday after new SureFly settings. The shop retarded the Surefly by 1.5 degrees to 1.8 total retard. With the previous setting, I had to go way LOP to keep CHTs under control, bit TIT was very cool (1520 or so). I was at 31.5 inches to keep CHTs under control with 10.1 GPH. With the new setup, 30.6 inches, 2300, 10.1 GPH yielded about 15 degrees LOP, and CHTs fine with the cowl flaps just slightly cracked open. With them closed, most times they were fine, but occasionally one would drift over 380 (my personal limit). TIT ran 1605 - 1610. Very smooth operation. When I did the sweep to see the actual peaks, with stock injectors, I was about 0.3 GPH GAMI spread.

Shop at a my field is installing one in a F. The shop contacts the company and they issue a Letter of Authorization to install in THAT aircraft. Later, it would be covered by the updated AML for the STC.

Hopefully a small antenna that can be mounted outside.

Especially in the bar.

For a Mooney, I would seriously consider a turn table setup. Where the tow device lifts the nose wheel off the ground onto a turntable so that nose gear stays straight.

No, but not all of us have a lathe. And hard to justify buying one for a set of 8 rollers.

I basically did that coming from further north. IFR. They gave me a revised routing of BROUN - MONIA - ??? - GNV. Unfortunately my knee board is in the plane

BTW, not all Mooneys use the fuel pump on take off. It is not in the checklist for my M20K. In fact there is a Takeoff checklist to confirm that the boost pump is Off/

OK, you are right, they were from @flyingchump I found the back messages here on MS. I must have bought something for a similar price from you about the same time. Whoever made them, they are GREAT

Not every one teaches that. The USAF taught, at least when I went through training, power, gear flaps. And the T-38 was not exactly limited in power. So the Power was only about 50% throttle. And we did full flap touch and goes all the time.

I just landed

The reason for taking off and landing with the boost pump On is so that if the mechanical pump fails, the engine continues to run. Another possible failure is where the line from the tank to the engine driven fuel pump start leaking. The pump will draw air and not fuel. The boost pump is down low and is gravity feed. The engine fuel pump is up higher and has to suck the fuel up to it. Many high wing aircraft don't even have an electric fuel pump. If you UL was gravity feed, it most likely had a carburetor, which does not require the higher fuel pressure that fuel injection does.

You must read very slowly, as it takes at least 3 - 5 seconds, head down, to go from full flaps to takeoff in my M20K. It does NOT have the flap position pre-select. It does take maybe a second to select gear up.

I am so excited, I almost made the flight today. @Seth Too bad you can't make it. I now of at least 3 Mooneys from MD making the trip.

Yes. So, most likely the power comes from the battery to one side of the coil. Then a wire goes from coil to Master Switch, then to ground. If the Master Switch is Off, no current flows so relay is Open. Then you turn on the Master Switch, the relay coil sees current flow and closes relay. Avionics Master Switches work the other way. They are powered from the main bus, so with the Master off, no current to flow. Master On, Avionics Master Off, the power flows from the main bus, through the relay coil to the Avionics Master Switch. And the Relay Opens, so no power to Avionics. When you hit the switch, the current stops, and the relay closes and power goes to the Avionics. This fail safes the Avionics power. Not all aircraft are wired this way.