Magnum

> What's the issue with running at peak anyway? Shouldn't we expect the CHTs to be lower at peak than 50/25 ROP anyway? I'm sure the exhaust manifold can handle those kind of temps just as well, right? I ran my engine on peak for some time and my exhaust burned away (flame tubes in the muffler). Some others on the forum fly peak, too, and don't have a problem with the exhaust. So I can't recommend nor disadvice it. Lycoming recommends peak EGT for best economy. The CHT's are lower than 50/25 ROP, and you have power than going LOP.

The force you need to lift the nose for jacking is less than the engine weight. (if you remove the engine the aircraft tail will hit the ground). So it is no problem to use the engine hoist eyelet.

>>A set of aircraft jacks on Ebay, $120.00. They are local pick up only but if you are close enough, you could fly in and pick up. Dresden, Ohio. I think Vref would like to pick it up by plane, but it's around 3500 miles away...

We had a mechanic here in Germany working overtime alone at night under a jacked aircraft. It fell down and he was found dead the next morning. It is a two peoples job.

I have a Century 2000 and I am very happy with it. If the other Centuries use the same servos, wouldn't it be possible (and maybe cheaper) to put in a 2000? It has altitude hold and flies down the GS. Altitude preselect is available and not too expensive.

>> Magnus, yepp...for this sitting we are living at the wrong enf of the pond. Btw how much fore you need for lifting the nose on a m20j when using the hydr jacks... You dont need much force, I bought an engine hoist like this one http://www.harborfreight.com/1-ton-capacity-foldable-shop-crane-93840.html for around 150 Euros. It is also good to change the shock mounts or to shim the engine (hopefully you won't need to replace your engine soon). Using the engine hoist has IMHO one disadvantage: The aircraft is not as stabilized as using a weight on the tail tiedown. Be very careful when entering the cockpit while on jacks.

Found teh link: http://www.aspenavionics.com/index.php/news/detail/aspen_avionics_announces_more_new_products_for_2010/

I think the Aspen will connect to a JPI/EI etc. engine monitor which has a serial data output and will display this data. Maybe they'll develop a extra unit where the probes can be connected in the future.

I bought two jacks in the US for around US$ 350, shipping and customs were another US$ 300 :-(

Quote: Awful_Charlie If you find FPP crashing, drop Mike a note. He develops on a Mac, so will probably have a fix. Rocketroute uses Mikes routing engine anyway, so you should get the same result without the cost overhead, but will also get the extras like the freezing and cloud profile too. EuroFPL is just a gateway for FPP and other routing engines to the CFMU validator posted above (Avbrief also offers the route suggestion via the same B2B gateway, but doesn't save the info), and saves validated routes, as well as periodically re-validating them. EuroFPL also does the filing and slot/notification management. I was sat in the aircraft on Sunday with lousy weather and filed a flight plan on my Android, and got the ack back in less than a minute. Calling La Rochelle for a start clearance, they hadn't even seen the FPL yet, but they checked and gave me a clearance. Total time from pressing the 'file' button to getting a start was probably less than 3 minutes. I would strongly suggest you join PPLIR Europe, where these sort of problems are regularly discussed and resolved, as well as for the lobbying they do do preserve the rights we currently have. Both Travis and Mike are contributors there, as well as several instructors and examiners, and some with vast amounts of EU IFR experience. Ben

Quote: flyboy0681 Based upon what I have read, it sounds like your best options are to do your training over here.

Quote: Vref Magnus did you try the direct filing through the CFMU...IFPUV..? https://www.public.cfmu.eurocontrol.int/PUBPORTAL/gateway/spec/index.html

Quote: Awful_Charlie For CFMU problem avoidance get Mike Flynns excellent FlightPlan Pro - free! CFMU routings no longer a problem. To file, use Travis Hollands brilliant EuroFPL - Free for 10 plans per month, a 100EUR pa sub gets you unlimited plans and other gadgets like SMS notifications.

Quote: N6719N How does Germany treat gliders today? Do they just get to do their thing at remote fields, or are they also closely regulated now? Just curious. My first flight training was learning to fly segelflugzeugen in Stade just across the Elbe from Hamburg.

Quote: 231BB Vref, It's great to hear about Mooney's flying in Europe. I would enjoy reading your comments on flying in Europe, +/-'s, typical expenses, and how the public perceives General Aviation. Congratulations on getting your J flying! 1982 M20K KCCR

I don't understand why they closed the maintenance shop. They should have been able to make a some money with it, at least they'd have kept some trained employees in the company. IMHO a new start is not easy now after all the good workers found other jobs.

Essco Aircraft has different versions of the POH, in my case it is a exact copy of mine. You can check the revision number on the Mooney website. Your specific supplements are missing, for flight planning you usually won't need them.

Try http://www.esscoaircraft.com/ I bought several manuals for my J from them. The quality is not perfect, but good enough for use at home. You can get the Lycoming Operators Manual, Parts Catalogue (Lycoming and Mooney) as well as the Maintenance Manual there, too.

Congratulations! Are you coming to the Aero Expo in Bitburg next weekend?

It seems I typed too slow...

Just checked the prices. A new EDM700 costs US$ 1.405 (Gulf Coast Avionics), the EDM 730 costs 1.696. Maybe you can get 800-900 for the used EDM700 (with new harness, etc), so it's 800-900 more. Deduct the price for the board upgrade it might get interesting. Installation cost should be minimal.

Quote: flyboy0681 Also, our '83 J has a Shadin FT101 and I need to know whether the existing fuel transducer can be used to feed the EDM as well. Can the wire from the transducer to the Shadin be spliced to provide a feed for the EDM?

Who will make the installation? I can recommend Avionik Straubing, IMHO the best avionics shop in Europe. Maybe they can help you with the certification of the Brittain.

Should be 880005-501 or 880005-503 (alternate) if you don't have the multi probe indicator.

Quote: zerobearing2 Does anyone have any tips for flushing of the hydraulic flap/brake system? We discovered the hydraulic fluid has started turing to syrup; thinking its good idea to completely flush the system before replacing the fluid, but unsure of whats safe for the seals/o-rings...Any thoughts?