Pinecone

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.

Hmm, I thought they came from Don. Let me check Yeap, I bought them on Sept 27, 2022 from @DonMuncy

That is why the ASTM argument against G100UL has been a red herring all along.

But the right car makes the trip to and from the airport so much more fun. Especially for rural airports as they tend to have nit twisty roads for access.

Peak of each type, F1 versus MotoGP https://www.redbull.com/us-en/formula-1-vs-motogp-speed-comparison Lap times, GP2 is 15 seconds slower than F1, but still faster than MotoGP

No coasting if you want to go fast. In my race car, the best technique is to be squeezing the power back on as are headed for the apex, hitting full throttle just before the apex. Higher power cars add power after turn in, but are slower getting to full throttle after the apex.

I understand what happened to you. I was commenting on the other post about checking for your beacon as you walk away from your plane.

@DonMuncy makes them. I do have one complaint about hit. They work so well that if you are just sitting there and release the seat latch, you are IMMEDIATELY all the way back.

We had a similar issue on my friend's T-34. At an airshow in Mass, overnight was a pretty heavy rain storm. When we got to the airport the next morning, the battery tray was pulled out. The line crew said that in the middle of the rain storm the strobes and nav lights were on. They only way they could stop them was the disconnect the battery. On the T-34, the battery is on a slide out tray that pulling it out, automatically disconnects it. We pushed it back in and all was good. I was flying the plane back to MD for an airshow the next weekend. I launched into an IFR flight. While being vectored for the approach, just as I dropped below the clouds, EVERYTHING went off. And in the T-34, just about everything is electric. I did a manual gear extension and landed without issues. It turns out that the master relay was on the firewall under a small access door. The door does have drain, but it had gotten clogged, so with the heavy rain, the water was dripping on the master relay. I was lucky it held out as long as it did. A few minutes earlier and it would have been a bit dicey as the instruments were electric.