Ned Gravel

How about considering a manual gear Mooney? That way, the emergency procedure is an exact duplicate of the normal operating procedure. No special training required........ This helpful?? Sorry. Couldn't help myself...

I just did this by overflying Maine on two trips between Quebec and New Brunswick. Flight following is required and each nation has a different approach to squawk codes. You must be in contact with the "receiving" Centre before you cross the border. The one you are in before you cross will help you with the frequencies. The "receiving" Centre will give you a new squawk code and you are on your way. Good luck. Hope your experience is as bureaucraticly uneventful as mine was.

One method for aircraft that are restricted to flying straight and level is the one demonstrated in this clip. This one is the view from the cockpit: and it shows the results as seen from the ground. Computer controlled with some bandwidth between the installations on the participating aircraft.

I do not know of a way to measure the tilt of an existing AI, but I watched the engineer at Woodlawn do it. It involves spinning up the gyros (they have connections on the bench for that) and then tilting the mounting platform and reading a scale on it when the instrument is lined up. So there are really only two ways to find out, IMO. 1. Get it on the piece of paper that comes with the device. Mine did. And it was what I had asked for. I had just asked for the wrong tilt. 2. Take it to a shop that has the setup to read it properly.

AIs are set at a specific tilt angle. When mine crapped out three years ago, I ordered a new one from Spruce and they sent me exactly what I asked for (a zero degree tilt). I was wrong. I took it over to our local avionics shop (Woodlawn in Ottawa, Ontario) and while I watched they changed the tilt it for the tilt I measured with a protractor and plumb bob. The correct tilt angle is eight degrees. Calculated that by summing the two measurements. Using the battery door as the level line, it is two degrees up (back) when at rest and the panel is six degrees forward (also at rest). Gotta love engineering.

Quote: allsmiles Hello all. Does anyone know hoe to revise the weight and balance after installing a skytec starter? I just installed a brand new Skytec startet and I was not sure how to recalculate the new weight and balance. The POH has one arm and moment for the entitre engine including starter and alternator, but my AP is giving me a different set of numbers for the starter. I don't want to make a mistake but also I don't want to tell him he is making a mistake unless I am certain of what I'm talking about. He wouldn't mind but I don't want him to think I'm second guessing him with wromg info at that! Any suggestions would be really appreciated. Thanks. P.S. What a difference from the old bendix. I am taxiing with this thing! Just kidding!

Ace: There is!! Abour $3000.00 I think (heresay only). But there is one. BTW: Welcome to Mooneyspace and congrats on finishing the schooling. Now comes the apprenticeship??

955 lbs on my '65 E model. With the lightweight starter but still the old generator. Only boat ancher in the cockpit is my Bendix T12C. Want to keep the ADF capability here in Canada, but not quite enough sheckels in the fund to spring for the either the Meggit/Collins, Narco, or King digital ADFs with flip-flop. Tuning that old Bendix on missed approach can be a real pain. I bought the Davtron 701 frequency counter that goes into its system but it's not installed yet. Ran out of panel real estate.

Quote: scottfromiowa I have a quick drain on my plane. One minute to remove lower side cowl panel. Thirty seconds to put hose on quick drain put in bucket and push...Oil drains in an hour while I am cleaning bugs and/or cleaning belly...Remove hose/close quick drain 30 seconds. Put six quarts of Phillips X/C & Camgard in engine and re-cowl (5 minutes). Put lid on bucket and drop off oil at Advance Auto Parts...5 minutes. 12 minutes of time and about $50 for oil and Camgard. I don't mind changing my own oil in fact I enjoy being around the plane so my answer is: $50 bucks...and I get a clean plane and a little work out getting the bugs off

Quote: Mooney65E I use mine over 5000' in clear air only and see 1" plus MP increase. Take very good care of the boot which connects the door to the cowling during removal of lower cowling. They are EXPENSIVE!

Quote: mooneygirl Is it just me, or.... I was taught not to do "touch and goes" in a Mooney. Although right now I cannot remember the thinking behind it.

Quote: DaV8or Wow. I really shouldn't have read this post. In six days from now, I'll be in Texas starting my first pre buy. I really hope I don't have to find thousands of dollars of deal breakers. It does make one wonder about what constitutes "airworthy". Clearly the owners of the planes you inspected believed their aircraft to be safe and no doubt had current annuals and peices of paper that confirmed that. After the deal fell apart, they got back in their planes and flew away. Nobody grounded the plane. Does anybody have the authority to do so? You can see how the sellers might feel swindled. Afterall, the shop says the plane isn't safe until fixed, the plane is in peices right in the middle of a repair station, the buyer is waiting to take this nightmare off his hands, why not just fix it? The shop owner gets a good chunk of work, the buyer gets an improved airplane and well, the seller gets to pay for it all. You can see why the sellers are less than enthusiastic about the deal. If an airplane is knowingly unairworthy, how is it they fly away without repair? Who decides and by what standard? What does it really mean to be unairworthy? Is it fact or opinion? Is it enforceable? I really don't know the answers to these questions. I'd like to know because it may soon be me in this situation. So, in the case of all the planes that you had inspected and turned up deficient, were they true safety issues? AD compliance issues or just items with a lot of wear that would need replacing or rebuilding soon? From your experience, it sounds like I should expect my 40 year old plane to turn up at least $10,000 worth of problems next week. I sure hope not.

Quote: georgeb If it's higher seat that your looking for, I have an oregon aero seat cushion (3") that is great and I no longer get numbass after a couple of hours in my 'E'. They make a world of difference and they will re-upholster your existing seats with the same material. I just came back from a 4+ hour each way trip to Mcallen....Never had an issue with getting tired...now my bladder, that's a whole other story, but my butt and back were really comfortable. I chose the 3" because I wanted to be able to look over the cowl a bit easier, but you can order 1", 2" or the 3" that I chose. Good Luck George 9488V