eaglebkh

I have this unit also - it's pretty nice if you don't mind the first generation interface/software. Just don't accidentally scroll to the NAV map page... Takes forever to load and to adjust the range.

Is it macho to use a screwdriver instead of a drill? Congrats on a good start to IFR flying! It is simultaneously the most enjoyable and stressful thing you can do with clothes on...

I often see a 100 degree oil temp diff between the JPI and analog gages - almost that much for CHT's. JPI's are worth every penny IMHO...

I have siphoned before as well. Follow basic safety procedures like grounding (i.e. ground the plane and keep the receiving container on the ground) and you should be okay. Transfering fuel via siphoning is not much different than fueling from a pump and nozzle. If you are concerned with fumes, you could always cover the openings with rags. I would buy new, clean containers, though.

ducmot, You must have a C or a G. The E's and F's should bottom out around 14psi. Also, air in the gage line can cause screwy readings. This happened in my E and the needle would oscilate between 15-40 psi rapidly at full throttle.

There is a product in the automotive market that I would love to put in my plane. It's called Lizard Skin and is a spray. I would imagine that an entire M20 fuselage and firewall could be treated for a few tiny pounds of weight. Not to mention the anti-corrosive benefits... http://www.lizardskin.com/ The car shows on SpikeTV use this product alot. Oh, the perils of certified airplanes...

Quote: Hank Do you manage to fly without ever using the DG? And yes, I file /G and often switch between CDI and Map/pink line pages, but the DG is right in front of my face with a nice movable heading bug tied to the 430W through the Brittain Accutrak.

Quote: Hank Hanging the Garmin on the windshield post doesn't bother the compass???

Return it to where it came from - the ground. After a semi-traumatic event last year, I never poor fuel back into the tanks. I have one of those GATS jars that supposedly filters the fuel as you pour it back in. But after having an episode of fuel contamination while flying last year, I refuse to recycle. I almost lost complete engine power after contaminants made it into the injectors. I realized the flaw in the GATS design - dirt is caught by the screen as fuel flows into the jar, and then gets picked back up as the fuel flows out of the jar and into your tank. Pretty scary when you think about all the funk that collects near the drain, and then pouring it into you tanks...

My plane has a large enough side pouch on the pilot's side to hold the important VFR stuff: checklist, flashlight, handheld, sectionals, A/FD. IFR stuff gets clipped to a standard clipboard and sits in my lap: approaches, en route charts, flight plan, pen. On short final, I'll move the clipboard to the co-pilot seat (or hand it to the occupant) because some yoke and rudder movement is sacrificed when using a clipboard.

Go for the IR! Flying IFR can simultaneously be the most stressful yet rewarding thing you do with clothes on...

I can thump the oil temp gauge in my E and the needle may shift 40-60 degrees. I dont put much faith into ~50 year old temp gauges. I am currently having a JPI 700 installed along with the oil temp probe. I imagine the temps will differ between the two probes. Same goes for CHT. One thing that usualy check is the ambient temp just after start-up. My oil temp gauge can be way below OAT. And my hangar isn't fully enclosed either (solar heating), so parked, oil temp should equal OAT.

A few years ago when I was going through the same STEC 30 with Alt Hold install, STEC made it clear that they did not want to be in the business of transfering STCs (tail# specific). It was cost prohibitive versus buying the entire kit new from STEC. Maybe this has since changed... OP: I'm not trying to discourage people from jumping on your offer. But I would hate for someone to make a $10k mistake...

Not sure where the cut-over was. I suspect it was slightly different when they went from the short body to the F/201. It seems that the 231 actaully has an elevator downspring and bobweight. In any case, the maintenance manual contains rigging instructions for both the stabilizer and elevator. Not sure what it is for the 201. On the short bodies you can actually see the bungees from the outside, where the elevators meet. They are part of the elevator pushrod system and each elevator has one. When you move the elevator you will see the mechanism. Can't recall the 201 geometry. In my E model, I can look back and just see the elevaotr counter weight, so I can tell that it does not streamline in flight. I suspect it adds some drag, but that's the way the rigging works out. That is one reason that the aircraft picks up a little speed with aft CG, less downforce (drag) and less drag from more streamlined elevator.

Centennial (APA) seems to be a popular choice.

Even though the pilot was probably aware of the situation and in full control of the airplane at all times, the media still uses the term "crash landing." Sometimes, news stories just need to be boring - for a reason... The Wright Flyer didn't have wheels - does that mean the first flight ended in a "crash landing?"

Quote: Larrynoel I don't know if it is only My 67C model but I find that my gear extends quite a bit easier the closer I am to 120 MPH.

So I'm facing engine overhaul this year. My engine has been pretty health - runs smooth, acceptable oil consuption, normal compressions. The tach time is ~1000hr, But the calender time is very high (40 years) and now she is producing lots of metal (big pieces, too). My 64E is currently at an MSC in the southeast. I have the narrow-deck IO-360-A1A. So I wanted to get opinions on overhauling and factory remans. I'm really trying to reduce overall costs, as I also have a couple of other big ticket items going on with the plane right now. I've sort of decided to go with a overhaul, as I don't plan on selling my plane anytime soon, so the resell appeal of factory reman doesn't matter much to me. Keep in mind, I only have about 4 years of ownership experience. What are some things to ask when looking for a shop to overhaul? The MSC I'm at right now does not do overhauls in house. What are some ballpark figures people have experienced with overhaul and factory remans? Thanks!

I have this problem with my Stytec, too. It's like it just wont overcome the compression and just buzzes sometimes - on a good battery. I have even caught myself double checking the logs just to make sure it indeed has the Skytec. But I was not aware there was an 'S' version - I will have to re-examine the paperwork.

The only Mooney-specific challenge I faced while training for IFR was missed approaches. In a manual gear Mooney, it gets quite busy - prop, throttle, manual gear, flaps, cowl flaps, GPS, communicate. But IFR is one of the most rewarding experiences, despite the initial level of stress.

The 3-blade McCauley came on my E when I bought it. The only real advantage I have experienced is the elimination of the Hartzell 2-blade AD. I really can't say that climb performance is all that great, because at max gross I can barely acheive 500fpm out of my 628' home base. Just the wife and me, and I can usually get 800-900fpm no problem. Solo is 1000fpm+. I don't believe the extra weight and cruise speed penalty are worth the potential gain in climb performance and ramp appeal.

Quote: DaV8or Interesting that you chose to ditch the KX-125 over the KX-155. Not saying it's wrong, just curious because I now own a KX-125 and have little experience with it. Is it less reliable than a KX-155? Also, I noticed you ditched your vacuum annunciator lights and put in a 1" vacuum gauge. Did this require a field approval? While the vacuum gauge is TSO'd, it is a modification of the type certificate and so might require some sort of paperwork blah, blah, blah, no?

Quote: eldeano Basic six pack and Garmin IFR stack, all installed by a previous owner. I want to get an engine analyzer and an autopilot in the future. That would make me .

Here are some full panel shots, before and after, of my '64 E. I like the "clean" look, The co-pilot side looks bare, but there is room for JPI-730 in the near future. I currently suction-mount my Garmin over there, though I like the idea of mounting it on the center post. Still to come: 430W and JPI-730 Also, for anyone looking for ideas on mounting switches on factory yokes, check out my A/P switches.

Quote: ncasbgm I am trying to locate a Left hand flap for a M20F model