eaglebkh

The Eglin airspace isn't difficult at all - just stick with the depicted corridors and talk with the controllers. The hardest part for me was the outrageous, class B style fees at the FBO. But hey, it's just money...

I'd like to chime in here, being a 64E owner myself. The 64E doesn't have PC, which to me is fine because I like having the S-tec A/P. There is also much concern over the aileron roll forces, which I believe is a little over-exaggerated. The MAPA comparison of E's states that you need to retrofit the ailerons in order to have an A/P installed because of the high roll forces, which is flat wrong. My A/P install required no such retrofit and I've had no problems with the A/P. The windscreen for the pre-65's were 2-piece with the large divider in between, which restricts a lot of the view. There was also a slight change in the cowl opening shape. The pre-66's (I believe) have the little hump around the top of the spinner. My 64E does have a hatrack. It also has the retractable step, which mainly just impresses the passengers, or annoys them when you forget to lower it after a flight. So don't rule out a pre-65, unless the features such as PC and 1-piece windscreen are very significant for you. I'm not sure which year saw the longer rudder, but I've not encountered a crosswind yet where I ran out of rudder. Lastly, the 64E ad you posted sports a very high price. Barebones IFR, no A/P or IFR GPS, and the panel still has the random shotgun placement of gauges. It also appears to have an antenna right in front of the windscreen - annoying!

Great! I look forward to participating.

Even though mine is IO-360, some principles may be universal on 360's. I usually have a tendancy to underprime during start-up, and have only overprimed a time or 2 in my 3 years of ownership, and those were only during hot starta. It just seems cold natured and whenever it wouldn't start on the first attempt, more primer was usually the ticket. Don't hesitate to feed a few more seconds of primer whenever it doesn't start. You'll smell fuel if the egnine becomes flooded. I didn't pre-heat on my last flight and it was about 32F outside - gave 10 seconds of primer on first attempt, then immediatley gave 3 more seconds, and then it started right up. These birds can just be cold natured...

!Quote: piperpainter yep solid red, with hopes of a black tail. And it'll be Kracon Aircraft in Lincoln, CA. I grew up in that area and have seen the work they do & like it. Plus its perfect cause I can take some leave and visit family for a week while its being done. Its also alot cheaper than WA. I'll save the price info till its at least almost done! Nope, im not a "Painter" by trade, its just my name! (username stems from when i was a kid & liked airplanes)

Quote: piperpainter 4) (close to color--minus N number in black!) but the way i'd like her scheme to be if things work out money wise!

Quote: HRM I am counting on the fact that the Mooney engineers allowed for at least 10% on Vne.

Quote: KSMooniac (PS, you can also do a 3-way run on headings 120 degrees apart, then take the square root of the sum of the squares and not do a 4th run.)

Quote: Piloto The picture was taken at same elevation as the glareshield cover so in level flight the horizon will just appear at same level. But when you dim the computer monitor the horizon appears to be 5 deg above the glareshield. Which matches with the ADI. If you were in level cruise flight with A/P on why would your left thumb be pressing on the yoke. The VSI reflection is from the pilot's sunglasses visible on the altimeter glass. You need a photo enhacing software to see this. José

Another instance (not with me)...

I plan for 140kts TAS at 24-24 in the 5-9k arena (with ram air on where needed), which is easily attainable. I have no speed mods. Admittedly, I've never really done any runs at 25-25, but I would expect 145-148kts. I could see where the 201 windscreen and cowl closure could equal up to 10kts, maybe. But I'm talking true here, not indicated, which Rob highlighted the difference. Here's a recent flight picture and an opportunity to show off the Aspen. Notice the speeds in the window below the airspeed tape.

I'm on now (only one in Alabama), but I accidentally edited the title of the map. I tried my best to restore original title - apologies.

Just curious... It's obvious there was metal work done around the base of the windscreen, but there doesn't appear to be any around the top. How is the body reshaped for the new windscreen at the top without messing up the paint?

Mooney65E's comment seems to have disappeared and been replaced with "Re: Vibrating Panel Question"

I use almost the exact same technique, except for the 20-30 seconds. Just a few seconds seems fine for me. And then after a half hour, I add a second of primer for each half hour that has passed, up to the amount that I would normally prime for an ambient temp start. This has proven quite faithfull, as there is no fuel truck at my home base and I often taxi from fuel pump to hangar after a flight.

Ah, I see now in the opening footage that the shoulder harness is just hanging there. Didn't see it the first time. It's almost like the videographer wanted to capture the unused shoulder harness...

Quote: mooneygirl I think that his lack of attention to safety issues such as CG, and shoulder harnesses is really sad. For me, this is the kind of pilot who gives GA a bad name.

Jerry, I don't believe the 250XL is IFR certified - VFR only. Your friend will have to go with a 150XL or 300XL to get IFR with the lower end Garmin units.

Still not a big deal. Home base is 3600' and no slope. I've done several downwind landings here in the 5-10 kt regeme and still have plenty of runyway left. Consider the other plane in the pattern that day - what type, and was he having difficulty with the downwind component? Here's some thought on landing downwind. If someone normally lands with a 5kt headwind, and then does a downwind landing, the extra speed realized is 10 kts on the ground. That's not the same as landing with an extra 10 kts of airspeed. If you fly your normal final approach airspeed, then the touchdown point isn't effected very much as "floating" shouldn't be occuring - you're just covering more ground during the flare at a rate of +10kts. To me, the bigger factor has always been in the ability to remove an extra 10kts of rolling speed.

I have sort of an embarrasing story about my voltage issues. At the beginning of this summer, I was having problems keeping my Aspen PFD alive due to low voltage. The voltage reading on the Aspen was in the low 12's - low enough to make the Aspen switch to the internal battery. My avionics guy couldn't figure it out, but thought it might be a regulator connection. While I was inspecting the regulator, I realized the problem. I had disconnected the scat hose coming from the exhaust manifold to the heater to prevent hot air getting into the cockpit. Unaware, I had positioned the hose such that is was pointing right at the voltage regulator, making it heat up and throttle back the voltage. The good news - it was an easy fix!

Skytec here, too. My mechanic claims that he has never seen a fuel injected engine hot-start so easily as mine.

Perhaps they could throw in a max gross weight increase as well?

Heaters are great in Mooneys. In fact, living the in the southeast, I usually disconnect the scat hose coming from the exhaust manifold during summer months because some heat is always leaking though the vents when connected. Hope you enjoy the transition to Mooney!

I like the way you handled the side of the panel that folds near the radio stack. Mine just has a separate piece cut at an angle. Nice work...

Quote: bgpilot1 No hangar is complete without at least a case of beer.