carusoam

Mooneymite, On my 65 C (all M20Cs?) There were two switches that indicate a gear up situation. [1] J-Bar Latch, located in the J-Bar receiver under the instrument panel. Look for switches, bring your contact cleaner. J-Bar in and locked - switch is satisfied (light=green, no horn), Switch not satisifed (light=amber, horn ready) [2] Throttle switch, located behind the instrument panel (throttle in, switch is satisfied) throttle out, switch falls into detent in throttle control, horn ready. [3] Combination of gear not latched and throttle out activates horn. This can be annoying if you are trying to lose altitude or slow to VLe by pulling the throttle out. Most people will temporarily put their finger on the switch in the J-Bar receiver or bump the throttle in slightly to satisfy one of the switches. There is no MP switch on this simple go/no-go system. As far as the tiny vent hole in the MP line. If it is clogged, the MP will be drawn way low off scale when the engine is idling. Best regards, -a-

Compression ratio, timing, and high octane fuel will get you efficiency. The margin for error begins to erode. Well instrumented engine, quality 100LL, attentive operator can avoid detonation. Norman, with 10:1 CR, was the maximum HP rated above the original 200? Best regards, -a-

Mike, It is real easy to get 75 d LOP at 5,000' It is a real challenge to get 50 d LOP at 12,000’ Yes, it is harder to lean deep into LOP at higher altitudes, but it is less important at higher altitudes. For students of the red box theory... The red box ends below 8,500’ it is OK to run at peak, thus negating the difficulty to leaning to a particular target at higher altitudes. Explanation: Less air MP seams to make it more difficult. Overall less HP available, less of a margin to work with. Best regards, -a-

Jerry, You have hit on one of my favorite topics. If you haven't done so already. Look up Zeftronics digital voltage regulator for your generator. It is a low cost, like for like, replacement for the original springs and screws type controller originally in your plane. Your electrical system is stone simple. Generator, controller, and battery. When one part of the system breaks, it usually takes another part with it.... Search this site for details on Zeftronics. One of our members even posted graphs of voltage output comparisons. As you can imagine, digital output is smooth and steady. Analog output looks like chicken scratch on paper. There are also several discussions on generator vs. alternator. If you don't need to idle on the ground, waiting an hour for an IFR clearance, I preferred the generator. Launching into IMC with a dead battery would not be ideal. Go digital.... Note: it is worth going over each of the connections to make sure they are tight. Most of the connectors are reachable with the copilot side panel removed from the cowling. Cooling tube should still be connected to the generator also. Best regards, -a-

For your consideration... I would think the replacement should match what the aircraft has in it already. The tach time should add consistently as the OEM gauge. (as wacky as that sounds). Yellow markings and redline in the proper places. When TBO is stated as 2,000 hrs, that is based on tach time being counted the OEM way. Since TBO is a guidance, exact engine hours are not that meaningful. The most important thing is accuracy of the gauge in RPM reading. Go digital, get away from rotating tach cables. If you don't have a Hobbs meter, airframe hours are determined by tach. By changing this factor you will be changing the way these hours are reported by a few percent. My 65C was tach based. My m20r is missing the tach hours and only has a hobbs meter. In JetD's case, he has both tach and Hobbs. My opinion, shared. Sorry JohnG, it is not the facts today, just opinion... Best regards, -a-

Eb, Look up GAMI lean test. This is a simple measurement to determine how similar you injectors are flowing. With the io-550 and well matched injectors (tight GAMI spread) you might lean smoothly until the engine dies. That's how mine works. My o-360 would shake like crazy and would refuse lop ops in comparison. Best regards, -a-

Somebody recently posted the red box graph. APS is the source of the graph. Search for the graph and the discussion that follows it. The io550 in the O1 has POH numbers that are 50 deg LOP. As per the above discussion, you can avoid the red box and use peak in place of LOP. You will probably see numbers closer to 12 gph at the same conditions you indicate above. Best regards, -a-

Byron, I really like the nmpg #. Getting that number above 20, while flying an airplane, means everything. At least until the price of avgas descends to about $2. LOP at high altitudes is a wonderful thing. Can you attribute this greater efficiency to the 25 deg. timing? Best regards, -a-

Bill, You can search this site for additional info on post lights, nulites and LEDs. Also some replacement ideas for the overhead spot lights. Good luck with the new ship. Byron, Nice idea to add lights to the instruments. Best regards, -a-

Does the new audio panel control cabin pressure too? -a-

Dick, I like that invite! We are dropping off the plane for annual today... Best regards, -a-

Where is Honeywell/king? Not in the fight anymore?

Astel, How many hours on each mag since they have seen a rebuild or overhaul? Best regards, -a-

Nate, The 70C is in NJ at an MSC where I have had my annual done. Like anything else, the asking price is a starting point for a great conversation. Are you on the east coast? Zane, Negative campaining lacks character. Advertising your plane while cutting the price for someone else's doesn't build the confidence required to sell machinery at a premium price. Best regards, -a-

Rogerl, Pm sent. Thanks, -a-

Rogerl, I do have the 28v system, I still need to verify the part number. Any thoughts where I might find this, or is it best to pull out the offending bulb first? I am going to search the bk wingman site next.... Best regards, -a-

Search this site on the words ovation, eagle, io-550, and sometimes missile (similar engine), or m20m Bravo (similar airframe). I am sure you will find a wealth of information. LOP ops, fuel capacity, max FF, EGT and CHT, UL, real life distance and a whole gaggle of photos.. Good luck with your new ship. The most important piece of info seems to be final approach speeds. Know and control... Do you have previous Mooney experience? I have added a few small details to my post above... Are you anywhere near 5B6 or KOWD? (two hot spots for me). Best regards, -a-

Chahrlie, Generally speaking..... 94 O1 I target 90 KIAS down wind, gear down + flaps. Abeam the numbers. 13" - 15" mp depending on GW, ALT. 80 KIAS base, full flaps. Trim way up to match flap effect. Target speed on final based on GW and conditions. Gumps, gumps, gumps (can't say that enough). Green lights and mechanical locator in place. What are your thoughts? Best regards, -a-

Anyone know details about replacing the indicator light bulbs in the KAP/KFC series of APs? I don't have a separate manual for the device, just POH pages. The photo of PK's GTN installation reminded me that I have a bulb out in my AP. Best regards, -a-

Dave, I have started using notes plus taking notes at work. Mostly typing subtly while in meetings. It has the ability to draw free hand too. Your observations are dead on. Write and correct in a timely manner. I am still impressed with people that can memorize the name and frequency of the next ATC contact. I have to write it down, OR parrot it back instantly. Can't do both reliably. Write, parrot, then make change. I do a solid page of writing in a few hours of flying. Best regards, -a-

Dr bill, Looks like you may have found a lower cost alternative to the venerable iPad. Let me know if you can really make use of the scratch pad. That will be my next step in paperless cockpit. WingX has this feature also, but like your picture shows, big words, not enough space, the stylus does not make a tight enough simulation to real paper either. best regards, -a-

OFM, Thanks for sharing. Very interesting lesson on waste gate control. If you want, email the pictures to me, I should be able to upload here. My email addres is in my profile. Best regards, -a-

64e, The best part of the IR for casual flying (what I do mostly), the ability to top a cloud deck, fly smoothly, and reliably get back through it. No going backwards to spiral down through the last seen hole. KNEW would be a great place for training. You have a very nice ILS there. Best regards, -a-

That answers the long standing question, "how many kiwis does it take to lift a mooney?" Best regards, -a-

Mooneym20d Go get 'em... Good luck! Best regards, -a-