FAST FLIGHT OPTIONS LLC

How many knots would you say are lost due to the de-ice boots?

I have a GTN 650 which crossfeeds to my panel mounted 696. The 696 affords me a cheap xm weather option and a battery backed up GPS in the event I lose ships power. The 696, as with all of garmins portables, displays extended runway centerlines which I like as well. That's something my 650 doesn't do...and if it does do it I don't know how to make it do it. My other back up is the iPad running foreflight. Along with my venerable kx-155 I think that's the best/cheapest redundancy out there right now.

What ever happened to the party interested in the STC? Guess that never worked out? I'm surprised that with seven solid orders he wouldn't just make ten and stock three of them

His number is on the web site. He needed one or two more people to have the order of 10 he needed to make a production run last time I spoke with him

FC III + Mitchelan air stop tube = winning combination on any mooney

What indicated airspeed should l be seeing at 2500 ft at the above power power settings? Chris. I'm not following....Why are you so concerned with indicated airspeed? No two airplanes will have the same indicated airspeed as this is going to be dependent on not only altitude but temperature as well. Individual installations will also cause this to vary. It's not a real accurate reflection of performance. Indicated airspeed in the plane you just purchased becomes real important when your landing.....be careful and consider finding a Mooney knowledgeable flight instructor that could help you figure things out. Remember its easy to go fast in these planes. The hard part is learning how to operate them at the other end of the speed spectrum. Thats where people usually get into trouble. Good luck

"I had some decent headwinds all the way home so never saw more than 130 knots true" ...your true airspeed will not change due to a headwind

You get what you pay for

I pulled mine and sent it to autopilots central. Have not had a problem since

Your also going to loose the music if you ditch the xm. Not a major consideration seeing as how you could pipe music from your portable device.

They actually didn't. At least not until they stretched the airframe. As the story was told to me there was some concern with control surface flutter and other related issues which could have resulted from putting such a high powered engine on the mid-body

A 231with mods is going to be the best bang for your buck. When I was looking at the 231/252 I went with the 231 which was 60k cheaper then the closest comparable 252 and my 231 had a higher useful load. Sure the 252 is faster but not 60k faster. I operate a 231 with the old GB engine no mods (waste gate or intercooler) and for what it's worth don't have engine operating problems. What I do have is a JPI EDM 900. I wasn't interested in the Rocket due to the stigmata associated with the modification. Reputable MSC once said if strapping that high a HP engine on that airframe was a good idea Mooney would have done it. Owners do seem happy with them though. If I move up it would most likely be to a Bravo I think

Just the dials

I would hope for a more responsive company...Hell I would be happy with any type of response... Dear Mooney: For about 4 weeks now I called, I left messages, and I sent emails. No one responds. I really need some wing sight fuel gauges and want to confirm that you received my request. If you guys are watching these threads (as I suspect you are) I would really appreciate a call back. Nick @ 954.448.5061

Seems like the author recommends cruise settings 50 degrees RoP which is quite possibly the worst place one could operate the engine on a 231.

I'm done with the Texas MSC's and the prices they charge for annuals. Prices seem inflated to some extent and the end result and service isn’t always commensurate with that price...Maxwell's shop included. Its not imposible to find a similar knowledge base and level of experience in a local mechanic for alot less in many cases.

#1 is the best way to do it and in my opinion the only way to climb in a 231 that hasn't been modified. There's no evidence that would suggest full power operations in an M20K reduce engine longevity. I think just the opposite is true as a climb at 120kts will keep cylinders cooler which could help extend engine life

There's nothing special about buying a mooney vice any other plane.You take some $$$, put it into an escrow account and sign a contract indicating the sale is contingent upon whatever stipulations you all agree to. If your financing the bank will walk you through the process as it's not all that difficult. I would not pay cash for this reason. Finance the deal use a bank that knows what they are doing (Bank of America) and they will take care of 99 percent of the transaction as they are going to be looking out for their financial interest. Once you wrap up the deal most loans don't have a pre payment penalty if that's what you want to do

Phil Jimenez @ PJ aircraft service in Avon Park has worked on many many Mooneys belonging to many owners on this board. No complaints from anyone as far as I know. I even prefer him over the Texas MSC'a for annuals now

I know how to do the calculations but I didn't just want to scribble it on the most current weight and balance with a pen. I was looking for one of those spreadsheet type programs that someone probably already created

Does anyone have a weight and balance program they use to recalculate weigths and print for the POH??? I installed the heavier concorde over the weekend and want to update the weight and balance to reflect the 5 lbs xtra

Interesting supposition made on behalf of the author; however, premature conclusions based on little if any facts with correlations drawn between issues which really don’t have anything to do with each other.

I had a natural gas powered police car. The tanks in the trunk were literally hundreds of pounds.

I'm using the same settings you are

6000 hr airframe