Magnum

My 205 makes exact book speed, that means 160KTAS at 65% HP at 7-8000 feet. I usually fly around 50dF ROP, that equals to 9.8-10 GPH. It is really important to make sure all indications are correct. IMHO the shop won't bother if the ASI is 5 knots off at at 150KIAS. The same goes for RPM and MAP. When I bought my Mooney, the owner said she would make 140KTAS at 65% on a good day. The AIS was indicating more than 10 knots too low, and the MAP was reading almost 1" high. After changing the ASI and calibrating the MAP indicator the speeds were where they should be. IMHO below 10GPH for a roundtrip (including takeoff and climb) and cruising at 160 KTAS is only possible when flying LOP for a long time.

Quote: Hank Hmmm, let's see . . . Visual clues for gear position . . . 1) Position of round, white selector [up vs. Down] is quite noticeable, and almost at eye level. I double-check it by feel on final, just in case. 2) Green light for down, below the selector; orange light for up, beside the selector. All at the very top of the panel. 3) Mechanical indicator in the floor, lit at night, that works even when after total electrical failure and an emergency extension. Count 'em off for Johnson bars, and see who has "one less" visual clue. But then again, I don't have an oversized forearm or skinned knuckles to worry about, and I can store approach plates, my Flight Guide and a beverage between the seats. The biggest problem I have is the little rocker under the switch that turns the landing light off when I'm in the pattern and drop the gear at night--I gotta remember to turn it back on.

Quote: Phil_M20J Magnus: Thank you for your reply. I wish we would be traveling near Zweibruecken, we'd take you up on a ride. But, definately pass our request on to anyone with whom we might fly around Berlin, or even Prague.

Munich might be a problem, the only "real" GA airport near Munich is Augsburg, about 45-60 minutes away by car. I know a Mooniac near Berlin, if you are interested I can contact him. I am based in Zweibruecken, and just came back from Mannheim (south of Wiesbaden). If someone is interested in a ride shoot me a PM.

Quote: flyboy0681 The original factory fuel transducer on my '83 J bit the dust and is no longer manufactured. Anybody know what is a suitable replacement for the Hoskins FT-101 transducer is?

Quote: Vref Morning Magnus, I think the WX500 is a bit older technology. I am not sure but I don't think the 430 can display the enhanced mode of the Avydine...You can read more details in the installation manual of the 430 I believe..The plotting of the WX data on the 430 is basic...its RS232...For the Aspens I don't know.. I have an old WX11 and must admit even VFR this thing already served me well..From teh moment you have a bit of TCU's tey are plotted.. -Luc

Quote: kortopates I use the WX500 sensor which is displayed on the GNS-430 and my GMX-200. I pick the mode based on stage of thunderstorm development, starting with strike mode. Quite frankly, I have never considered or had a need to display storm data on more than one display at a time and therefore can't answer your question. Strike mode is ideal for being alerted of unexpected or new activity but once there is significant activity I have it in cell mode to be more meaningful. Mostly its displayed as layer on the GMX200, rather than one of the gns430w's, along with XM weather. Its great for giving earlier notice than XM strike data, since the latter is limited to ground strikes.

I am thinking about getting a Stormscope for my Mooney. We don't have XM weather here in Europe, so that's the only way to stay away from TS. It seems the L3 WX-500 or the Avidyne TWX670 are the only choice to connect to a GNS430 and Aspen. Does someone have experience with either of them? Is it possible to show Cell mode on the Aspen and Strike mode on the 430 simultanously? The Avidyne seems to need a Avidyne display to get full advantage of its features (colored display of the stom intensity), or is the 430 or Aspen able to show that, too? Thanks for any info.

Great looking 205. You'll enjoy the little extras of the 205. What's your serial number? My registration is N205MG (24-3025), it seems yours was produced right after mine.

The upgrade is just software, but you'll have to wire the HSI (Aspen) to the NAV. If you already have an electric AI IMHO that is sufficient. Edit: Of course you'll need the interface to the AP, if it is not driven by the backup AI.

Quote: bd32322 thanks for the tip KSMooniac - I think my AI is about to go - called up Bob and got a very decent quote. However, I am wondering if its just economically more sensible to just replace it with the cheapest aspen EFD1000. I can probably sell the AI as is and the perfectly functioning DG to offset the cost of the Aspen EFD1000. Moreover the EFD1000 is upgradeable to the Pro using just a software upgrade - which is very nice. Anyone has any idea how much the King DG and the defunct King AI will fetch on the used market?

Quote: testwest Just a note for any Mooniacs with JPI's EDM-730 or 830 engine monitors..... JPI releases free firmware updates for these units every six weeks, it seems! The current EDM-7/830 firmware version is V3.29. They also have an updated Application Loader for 7/830 versions earlier than V3.17. All the information you need is here: http://www.jpitech.com/firmware.php Also, the plotting program EZtrends from JPI gets updated regularly, too. The current version is 1.0.4171 for Win XP, and there are versions for other OS's, here: http://jpitech.com/softwaredownload.php Since 7/830s are advisory instruments, I would say performing these updates would be well within the realm of owner preventative maintenance. For those with "primary certification instruments" units like the 930....not so sure. The list of 32 items in FAR Part 43, Appendix A, Paragraph C - Preventive Maintenance does not include performing firmware updates on primary indicating instruments. Take a look: http://www.watsonvillepilots.org/articles/DIYmaint.htm Hope this helps someone.....

How about the data updates? Do you get the rebate for a mixed installation, too?

It seems the PP alternator and the Stec starter are the best (and cheapest) upgrades. You really get something for your money.

Quote: allsmiles The answer I received was that my donuts need replacement (oh really?) and we can do that! I said to the man do you have the Mooney tooling? He said no but I can do it without it! I ran and didn't walk!

Quote: M016576 Why is the EGT at 50 ROP higher than 50 LOP? CHT is higher, but EGT?

Quote: donshapansky The comment about the exhaust failing because of LOP operations makes no sense. If you fly it 50 ROP the EGT's will be higher than 50 LOP will result in.

I installed a 70A 24V Plane Power Alternator. Wow, what a difference. The Prestolite was only able to produce 24-25V with engine idling (850 RPM), strobes and avionics on. At the same RPM the voltage of the Plane Power stays above 27-27,5 V with Nav lights, strobes, pitot heat and avionics on. Both are rated 70A.

Quote: smccray

Quote: Clarence It has to make you wonder what kind of maintenance is being done on these aircraft? If the aircraft is older and does not have an over ride as the newer models do how is the gear being raised during 100 hour or annual inspections?

Quote: ahe According to the manual on my M20A the plane should be reviewed every 25hours. This has never bene done before according to my knowledge. With the new CAMO rules in Europe things has changed and i am now forced to send the plane to the mechanic for every 25 hours!. The image attached is from the mainteance manual, the check does not include an oil change which is not nessecary on this version. Most of the thing is very simple but the "check static and pressure.." is an expensive complete pitot check which is a bit insane to do every 25 hours (Until now this should be done only every second year) According to the danish CAA i can avoid the check if i can get a excemption for all or part of the mainteance check. Does anyone have got such an excemption og got any experince with excemtion from Mooney at all? My plane is M20A, 1532 1959 Best Regards

Quote: Dale I am in the gear up quickly camp. There are more options with the gear up: first, altitude - you climb out quicker (altitude = safety); second, engine out scenario - you have a better chance of a longer glide with the plane clean and you have a better chance of making a turn (to avoid obstacles) without the added drag of the landing gear. With the gear down, any turn results in greater altitude loss.

If someone is interested in the report, it is worth reading: http://www.bfu-web.de/cln_007/nn_226462/EN/Publications/Investigation_20Report/2002/Report__02__AX001-1-2___C3_9Cberlingen__Report,templateId=raw,property=publicationFile.pdf/Report_02_AX001-1-2_%C3%9Cberlingen_Report.pdf If the full report (>100 pages) is too much, here are themost important parts: http://www.bfu-web.de/cln_007/nn_226462/EN/Publications/Investigation_20Report/2002/Report__02__AX001-1-2___C3_9Cberlingen__Appendix__1-3,templateId=raw,property=publicationFile.pdf/Report_02_AX001-1-2_%C3%9Cberlingen_Appendix_1-3.pdf http://www.bfu-web.de/cln_007/nn_226462/EN/Publications/Investigation_20Report/2002/Report__02__AX001-1-2___C3_9Cberlingen__Appendix__2-10,templateId=raw,property=publicationFile.pdf/Report_02_AX001-1-2_%C3%9Cberlingen_Appendix_2-10.pdf

Quote: Piloto In the above mentioned crash in Germany both aircraft had TCAS and were both talking to ATC (on different frequencies). The TCAS alerted and gave resolution advisories, the DHL followed them and informed ATC. The Russians followed the last ATC instruction and ignored the TCAS resolution advisory. TCAS is better than nothing, but might not be able to prevent you from having bad day.

Quote: Piloto ...The only way (other tha ATC advisory) you can be aware of non visible traffic is with a TCAS device. José