danb35

On my '67 F model, a few of the nutplates for the left-side avionics access panel are stripped out. These are the nutplates for the rear row of screws, which are riveted to the vertical instrument panel frame. My A&P advises that these are Mooney parts, not standard AN hardware, but I'm not able to find them in my parts catalog. Does anybody have a part number or other information about these?

Any example of an insurance claim that was denied on this basis, or is this just fear-mongering?

So, to do the same things you could do on your KNS80 takes more work on the 430W? That must be what you mean if you say that the 430W increases pilot workload, but I can't imagine how. Really, though, if you're satisfied with VOR/DME RNAV and have no need for GPS approaches, you don't need the 430W (nor do you need the 770). Seems you're awfully passionate about something you have no use for, though.

To be more accurate--at WOT they will not have the pressure differential required.

Again, the 430W does have a terrain database and an obstacle database. No, it won't do all of those things (though it will do some), but the answer to "how low can you go without notifying ATC" is 7000', your last assigned cruising altitude. Really, though, how can you say that it increases workload? Again, compared to what? There is no other product, or even combination of products, on the (light GA) market today that does what the 430W/530W does. If your workload is higher with a 430W than without one, doing the same set of operations, I'd like to hear what's in your panel and what those operations are--because my workload is definitely lower, and there are some things I can do now that simply weren't possible before installing it. It's worth pointing out that Garmin's "monopoly" exists only because nobody has chosen to compete with them in the 13 years that the x30 has been on the market, with the exception of the Apollo CX80. There are plenty of competing avionics manufacturers, but no competing products. Why is that? I suspect it's because nobody else has been able to come up with a superior product for the same money. If they had, they'd be marketing it, and eating Garmin's lunch, but that hasn't happened. King's "product" is vaporware, and has been for nearly 3 years.

I installed a 430W in '48Q almost 2 years ago. If I hadn't, the LORAN in the panel wouldn't work any more, so I'd be down to a 155 and a 170. Not the end of the world by any means, but far from optimal. Yes, the King 770 looks nice. If they ever get it to market, and the price they list on their web site actually holds, I expect it will be very popular. I'm somewhat skeptical of both of those contingencies, though--the product has been vapor for nearly three years (not four years, as I'd previously mentioned). I'm not a Garmin apologist, but I think it's pointless to call the 430/530 "overpriced" when there's nothing else on the market that does what it does--your only frame of reference for "overpriced" is what you feel like it ought to cost. I'd like to see some competition out there--it should reduce prices and improve the products. But for now, and until you can go to your local avionics shop and hold a KSN770 in your hand, if you want a WAAS GPS, you want a Garmin.

'48Q has that exact paint scheme--it was repainted in '97, IIRC. I've also seen a '97 Encore (N20MK, I believe, rather than MX which is in the picture), same thing.

I'm considering making the trip as well. It'd be a bit of a flight from SC, but sounds like a good time...

The longer rudder came in 1967 with the introduction of the F model, IIRC.

I don't agree that the Greenspun article is a particularly good review--the biggest hole is what is it compared to. There's simply nothing else on the market that competes with the 430/530 line. There was the 480, which I understand did a lot of things better, but it's long since discontinued. There's the King unit, but it's been "real soon now" for something like the last 4 years. Fact is, if you are looking for an IFR GPS/COM today, you're looking for a Garmin. If you want a WAAS GPS, you're looking for a Garmin. There's simply no competition out there. I think there should be, but wishing doesn't make it so. If King ever gets their product to market, hopefully that will benefit both of their products, and drop prices, but it isn't there yet.

Quote: jlunseth Two thoughts, and maybe these concerns don't work the same in a normally aspirated as in a 231, but how is fuel flow alone going to equate to a specific HP? It may do that LOP, but not ROP.

Quote: jlunseth Maybe I need more practive, or to learn to do it right.

I've checked out the stuff on Davtron's website (don't have the unit in hand yet), and it discusses how to mount the probe, but I don't see a discussion on where. I'm planning on mounting the clock on the left panel, so I'd be mounting the probe under the left wing, but it sounds like the same idea.

I'm looking at installing a Davtron M803 clock/OAT in my M20F, but I expect the same would apply to any Mooney, hence posting here. I'm wondering about where to best mount the probe for the OAT. I understand that, in general, under the wing works best, but for planes with this installed at the factory, where under the wing? Wiring would be easier from the left wing, but I haven't found much guidance on the best place to mount it. Thanks for any suggestions!

'48Q was maintained at Northwest Flyers before I bought her. The pre-buy, performed elsewhere, found few squawks, and my next annual was pretty clean as well, for what it's worth. I recall that they were a fairly new MSC at the time.

Quote: FlyingAggie The additonal insight comes from knowing the direction of current into the battery in addition to knowing the bus voltage.

Called LASAR yesterday to order the block; they have in stock and said it would ship today for $325. It includes instructions for moving the latch mechanism from the old block. Annual isn't for a couple more months, but I'm getting things together.

LASAR also indicates that the up block (the one on the floor) is never a problem, just the down block. Shouldn't take too much to change this one at annual--will need to readjust the landing gear preloads, though. Otherwise, am I right in thinking it's just a matter of the two bolts?

Jolie, I saw your story on one of the Mooney lists, and it's part of what prompted me to check mine. Already have shoulder harnesses installed. Are the up and down blocks the same?

Well, I just heard back from LASAR, and either I remembered wrong or they changed their price since I heard of it being done before. It's now $325, and they just got another batch in stock. Sounds like I'll be ordering soon. Thanks for the input!

I recall reading that the LASAR block was ~$250. I'll check with them once I get back from vacation.

The bar seats fine every time--I always give it a good tug to make sure it's latched in place. However, the green light occasionally fails to light. Looks like it might be time to give LASAR a call.

I've seen some posts here and on the Mooney mailing lists regarding worn gear locking blocks on the manual landing gear Mooneys. So, while in flight to MYGF yesterday, I snapped a picture of mine from below. To me, it looks rather worn. Any better-educated opinions?

Quote: GeorgePerry I have ECI's on my IO-360 A1A. I can PDF the Yellow tags and the Signature engines overhual if you'd like to see them

Quote: FlyingAggie