Vref

Quote: JimR Thanks, guys. I looked up the two different sealed Concorde options after my original post. There is a 50 amp capacity and a 2.5 pound weight difference between the two. I don't want to have to update the weight and balance if it can be avoided, so I think that I will weigh my old Gill 35 and let it's weight guide my decision. Hopefully at least one of the two will be within a pound of the Gill. I'll go with the extra capacity battery if possible within those constraints. Jim

520 meters=1700 Feet in a J for me ...didn't like the hiway, building in short final and hi tension lines immediatly after take off..;-)..but hey a nice place to learn to fly a mooney..;-)) and doing touch and go's where the go has a different meaning then on a 3000 Ft rwy..;-)

Its the same for the Honeywell units. I have an AV80R was very happy with unitl the SDHC memory card screwed up...This 10$ hardware item can only replced if I pay for new one 180$...I find that a rip off..I already paid for the unit and the Data updates... Jeppesen and Honeywell are tied into one hardware solution, the same for Garmin and some others.... My decision on portable GPS's is I don't want to be locked into a Hardware provider, I pay for the Data usage and updates. This UK company will have great future if they grow and remain affordable. I checked out the soft and its very good! The even provide US charts. What I find a great feature you select the Map overlay you like US or european ICAO SIA, DFS etc.. It even runs on my AV80R after some tweeking..;-))...Windows CE units can be found very cheap, so upgrades to faster units don't have to cost a fortune... The comparison by Pilot is a good one remember what happned with NOKIA, they where very expensive in the beginning but then competition brought them down.........The mobile business has shifted from hardware to services....Aspen is going the right way to make there connected an open sytem..... www.skydemon.aero

Quote: podair Brilliant idea Magnus !

Happy to see some reactions from Euro mooniacs here, I thought I was alone here with Magnum..;-). There seems to be a concentration of Mooneys around the three 150 km country border triangle BeFrGe..maybe we could organise an informal meeting one day..;-)...?

Confession of low time M20J Pilot....Well I bounced three weeks ago (mea culpa...I didn't fly for three weeks), consumed to much concrete on the 2000Ft RWY, speed was still to hi when I settled down so I bounced..felt uncomfortable with it, bounce plus rwy remaining..... Pushed in the throttle, stall horn was yelling kept the airplane flying just above the ground till speed was safe for positive climb and gear went up for a better second attempt....People watching found it a greaser touch and go,....... but I screwed up....well....it wasn't my day...Unlike some other aircraft I've flown which can still be recovered after a good bounce...the Mooney is far less forgiving on this... Luc

Quote: TLSDriver I have had mine go down twice. First time it was the ap disconnecrt switch. Cost me $20. Second time it was my pitch servo. It was intermittent at first but finally died. That one cost me $750. (Another shop wanted $1,500.) Other note is the comment about doing the self test on the ground. I can tell you that the self test works just fine in the air. I think they want you doing it on the ground becuase you don't want to get airborne and find out it won't come on-line. When my pitch servo started acting up my a\p would fail on the ground. Once I was airborne I would do it again and it would pass. After an hour or so the a\p would quit. I would do another self-test cycle. 75% of the time it would pass and I would re-start the a\p. I did this nonsense for about 30 hours before the servo finaly died completely. Good luck!

Quote: jetdriven

Quote: N4352H Udvar Hazy is awesome. We live in DC and visit often. You should also read up on the stock piling of exhibits at the Smithsonian Silver Hill facility prior to the Hazy construction. It is facinating. I find Fantasy of Flight in Lakeland, FL comaparable and more kid friendly....no space shuttle, but amazing, fun and more hands on. No space shuttle however.

Update on my KFC150 A/P troubleshooting: What I have found out so far (maybe useful for anyone having a KFC150 installation): I checked out my vacuum system for leaks: Even if the gyro seems to work having a leak may impact the attitude valid signal to the A/P. Honestly I am surprised the KI256 does not give a warning flag if there is a problem..? This could have been easely implemented by checking the Gyro rotor speed...?.. A real safety concern I think specially if you only have no back up ATT indicator for cross checking... I had two months ago a small air leak (tube between the firewall and indicator was not OK) though the KI256 was working normally the A/P self test failed. We found this out while we heard a light hissing sound... After solving this issue the KFC150 passed the on ground f test before take-off. Now I was able to engage the A/P in ATT hold mode after checking the Flight Director mode first However my HSI still has a problem with the slaving, I initially thought it was fluxvalve problem but after some intensive troubleshooting it was clear the indicator has a problem ( I assume the synchro heading resolver is screwed up inside the indicator). The KFC150 will not work in heading mode when your HSI is in free gyro mode..... So lessons learned so far (maybe obvious for someone having experience with the KFC150 but for me its new). I found out also that the KFC150 operational manual does not explain diffrent failure mode well...: I will install a small suction indicator in my bird to show any tendency there might be a degradation of the vacuum system. This not only impacting your ATT but also A/P functionality (KFC150). I was surprised that though my bird is very well equiped this feature was not installed over the lifespan of the aircraft so far..? The M20J annunciator LOW VAC light I don't thrust..) KI525A (KCS55A) with a not working slave mode will impact your A/P roll steering (this is rather dubiously mentioned in the KFC150 operational manual)... I am seriously thinking of dumping my Turn coordinator and install a backup electrical ATT indicator. I am VFR only but when I am instrumented rated I wouldn't fly without a back up ATT in IMC....just from technical redundancy perspective that is.... A lot of people in the US are dumping there KI525A's for glass so you can do very good deals ($ versus euro). I bought a second hand KI525A with a very hi serial number 90000+ P/N 3046-07 all the later KI525A have all the bootstrap mod which is required to run your HDG on a Storm-scope or RMI indicator if you have one and the -07 runs on both 30/400Hz ..... Luc

Wow, very impressive panel! About the AI yes I can confirm that even on my KI256 interpreting the FD bars is strange due to the parralax error...so the more it is in line of view the easier to interpret... My limited flying experience sofar is that I find it annoying that my GTX330 is on the right hand side requiring a shift of focus. Don't know in the US/Cananda but pumping in 10 transponder codes on a 4 hour flight would be easier if the XPDR was in the center stack.The audio panel you don't touch as much...

As jetdriven pointed out already, airliners have ten times more airframe hours....this question can be answered two fold: Technically--> if the airframe is well maintained = meaningless ROI--> depends on what you do with it in terms of upgrade (see post above)

Do a good pre-buy inspection on the corrosion and ask the right questions... In this case look at the avionics package you get with it...make the balance My J had 5000 + hours but with an up to date 90's stack KCS55A, GNS430, Garmin xpdr mode S 330, KFC150, KX155...you don't here me complain..;-).. On contrary what other people think, its still cheaper to replace a heim rod or even the no back spring mod on the actuator then installing a new A/P or GTN xxx that plays with the rest of your stack.....my 0.2 eurocents on it..;-)).. Avionics are $$$$$$$ The big question to ask yourself do I buy an aircraft for max flying fulfilment or do I buy an return of investment.... having both is in the current economic climate a poker game..imho.

Morning Magnus, I think the WX500 is a bit older technology. I am not sure but I don't think the 430 can display the enhanced mode of the Avydine...You can read more details in the installation manual of the 430 I believe..The plotting of the WX data on the 430 is basic...its RS232...For the Aspens I don't know.. I have an old WX11 and must admit even VFR this thing already served me well..From teh moment you have a bit of TCU's tey are plotted.. -Luc

Quote: Mulro767 Anybody use it before? Results? Did you thin it? I know many prefer flat black spray paint as well. My wing walk is faded black, or grey, and shows fuel seeps when talk is full. It needs some cosmetic touch-up.

We have AUGUR in Europe to see if we can fly to Mars http://augur.ecacnav.com/augur/app/home These Nanus remind a lot of Mork & Mindy...nanu nanu...well ain't that Mars...?

a little bit deviating from the subject . It was on the news last week here..: Top award winners named for Air Mobility Rodeo 2011 http://www.amc.af.mil/news/story.asp?id=123266082 Belgium had the best international team...

Quote: N4352H I think damage history presents an unknown. There is this undertow in the Mooney community that our planes are so well designed and built that a gear up on a Mooney is a non issue and involves only superficial damage. This notion has been heavily propogated by well-known Mooney brokers who work hard to sell gear up planes. But none of this has ever been backed up by solid engineering. When in doubt....throw it out.

What Ifound out...KI 256's come in various partnumbers and Mod status....be careful when doing this excercise. If you can find a Mod11 KI256 (>serial 22475) you will have less problems with the A/P re-integration for pitch and roll.... Casstleberry makes an electric version of the KI256..900-23EVPK...however this is only what I found out on the internet..(to be confirmed) donno about the STC status etc... I would be very interested if someone can shed a more profound knowledge on this subject..;-) From the SB regarding KC191-92 compatibility..: www.seaerospace.com/documents/faq/kc192replacement.pdf thanks Luc

Quote: 1964-M20E I'd like to buy an Eagle, but I need it as much as a fish needs a bicycle.