carusoam

Ned, That is the deciding point. My airport is uncontrolled and departures are near immediate. So the point of start-up to generating electricity is not too draining. Waiting for a clearance on the ground, draining the single battery, and then departing into IMC lead me to change aircraft. Now, I have two batteries to go with that alternator....and a few other things. Best regards, -a-

Thanks for the details Dave. I pictured loose formation at 90kias with my cowling pointing skyward. Seemed a bit uncomfortable to me. I'm good at following, my wife told me so... Best regards, -a-

Makes Norwood look like a walk in the pahrk! -a-

I want to be behind the fast guy!!! Best regards, -a-

I got several emails from the app store today and found it interesting. Didn't make the connection back to you, Phillip. We just got our used dog this year. It is replete with strange behaviors that a training device could possibly help with. The dog will have to move in with the Mooney. Sw1= pre heat. Sw2= dog treat. Warm up the engine block and dog at the same time! My teenagers enjoyed experimenting with the switch box. Turning lights on and off in the kitchen to test how it worked. Later this week it is heading to the Hangar for test on preheat and battery maintenance. Congrats on the apple accolades. It looks good on your corporation's resume... Best regards, -a-

Have you seen tiny lead balls in your lower spark plugs? My O360 would collect a few each year. They got removed at each annual. We are using LL. I can't imagine what it used to be like with regular L. A fair amount more than what is required of modern engine construction. Best regards, -a-

I have alt hold, but... What do you do to climb and maintain a target altitude? I thought that I could pay attention long enough to level out when the target came. Seemed reasonable enough. The only thing that has worked for me is to put my hand in an uncomfortable location such as the glare shield. If it comes down, that is reminder enough to put it back until the target has been reached. Getting more experienced hasn't help this situation at all... Your thoughts? Best regards, -a-

We'll be coming in at 90kias, right? Probably won't matter too much. If we could do 180kias, it would be a little more important. As a group, do we get to select an air speed? I flew in only once, not in formation. Level at 90 kias was a little uncomfortable. High nose, near the ground, going slowly... 10 kias faster would be slightly better, no? Best regards, -a-

IO550...100 octane but no LL requirement. -a-

Ovations have a return line, and are free from the LL requirement. I believe high altitudes require the 100 part of the 100LL. I have not seen 100 delivered to an airport. Would the price be any better without the LL? Best regards, -a-

What is the FAR regarding clocks? My recollection is quite old included the second hand...my wind up was acceptable for it's time. My current one came with the plane. My iPad provides a better solution than the panel or yoke mounted ones.... Looking forward to your interpretations. Best regards, -a-

Clearly the same effect from 180hp M20C to 310hp long body. It is important to know how you will handle this situation in your area of the world. Especially in or near IFC. Basic training in a C152 trains full throttle on the go around decision. Flaps are full down and climb is anemic with 108hp on tap, near MGW. It's definitely good to review these important details with your CFI. That's my experience, YMMV. There is a discussion way back on MS of someone losing an F or J in New England, she was a flight instructor performing a go around. I'll see if I can find the reference... Best regards, -a-

Factory reman of a TN550 is approx. $75k... But there is no STC for either for the Ovation. Looks like it could fit though, doesn't it? If 100LL ever goes away, I'll have a plan B ready to go. Best regards, -a-

Ned, Fuel flow and primary gauge? Does it have anything else with that? FF is an excellent addition to any plane that does not have one. Just wondering... Best regards, -a-

Byron, The only thing missing is the budget. Makes sense to go all modern, if affordable. My 65 C did well with it's Zeftronics controlled generator. The Narco radios it had would have benefited by smoke inducing voltage Spikes. But the spikes never came.... Best regards, -a-

What year is your plane? If the system was not original, what year was the system installed? Best regards, -a-

At 3,500 hours, the TBO for the Allison 25 450-hp engine is nearly double the standard piston engine. Most importantly, the Allison’s failure rate is one every 115 years. That makes the engine 100 times more reliable than a piston-aircraft engine. $400k for the conversion. 28 gallons per hour. The 20-gallon tip tanks make up for some of its prodigious appetite. I'm stuck in the normal category still. 310HP looks better every day. Best regards, -a-

You can clearly see the big smile, waving arms, and hi "Mommy" flash across the screen. That girl is going to need her own headset! -a-

I would expect to find two distinct markets... - first time buyer. And - second Mooney buyer. The first market is hoping to get a mid time engine. The second is hoping for a fully worn out out one. You guys already know what market you are in! I fixed my post above regarding my recent engine install. Factory reman for me... Best regards, -a-

Probably better with a C than with an Acclaim. The more modern airframe, is more expensive, and the customer gets a little bit higher expectations. And willing to pay a little more to get measurable improvements. A new plane needs a new engine. I high end plane deserves a factory reman. The owner intends to keep and use. An old high end plane on a budget wants a factory overhaul. The owner intends to use it and sell it along the way. An old run out plane in need of an engine will get the lowest cost overhaul available on the field. The owner intends to sell it. Sooner rather than later. Mine just got a factory remanufactured engine. (thanx Cris) Best regards, -a-

I'm thinking the Ovation's nose may be long enough... Best regards, -a-

I remember the jag / beech relationship. But not the RR part.

Getting the lower cowling off is the "hard" part. Alternator and light weight starter are the modern solution to the old problem. Doing it all at once makes the most sense. Finishing it with a new Concorde battery would be the trifecta...(I've only read this here, but it's worth repeating) Best regards, -a-

Check the time stamps on the last few. Independent of each other. Saying essentially similar views. Unfortunately, you are already in the expensive zone. How you handle it is up to you. Do you need to sell, want to sell or want a different plane? -a-

Would you be inclined to use it past theoretical TBO? That's the money saving question. OK for private pilots to do so. Unless you fear the engine falling out of it's mounts on a schedule. I have not had the opportunity, so I have no experience to share. Best regards, -a-