DaV8or

If you have the panel space, consider the 696 in a Airgizmo panel mount. It's a very slick machine. If you want, or have to stay yoke mount, then the 560 is the way to go.

Quote: Lood Ditto for me regarding aggressive leaning after start up and during taxi. However, I also lean very aggressively after landing.

Quote: Jeff_S You see a strap that extends from the middle of the device toward the panel. For the Mooney installation, they provide a little "L" bracket that has the male side of a snap fitting already attached. There is a panel screw that you simple remove, slide the "L" bracket onto and replace. It's very easy...takes about 30 seconds to install. To utilize, I'll slide the right-side (fixed) loop over the yoke, snap the cross piece in place, and then tighten the left-side loop which pulls the yokes forward into a nice down position.

Quote: Sven We have no manual for the radios and being a new PPL renewal I just assumed we needed that third digit.

Quote: 1964-M20E Thanks That was one thing I was concerned with. However, after reading in the maintenance manual how to remove and reinstall the prop does not seem like that big of a deal but if it is not broke don't fix it.

Quote: steelerp This thread may be dead. If that is the case, disregard. 201DF is in the shop now for it's Aspen install. A small shop in Muskogee OK is doing it. Same bunch that did all my Garmin work last year. I was going to push this to next year but with the rebate from Aspen of 1000$, I decided to move this year. Will post after I pick it up.

Quote: N9154V I ahve a gust lock from Aircreaft Spruce. When I lived in So Cal, we would see wind for 3 days, 60mph+ was probable. This gust lock grabs the rudder pedals and the yoke. Locks all the controls tight. It works great. Ron a 69F

Quote: Jeff_S Here's your answer: http://www.airplanethings.com/controlsaver.htm I use them for my J which is parked outside full-time and it does two things. Locks the ailerons, but also allows you to lock the elevator in a down position so rain runs off it better. Highly recommended and very inexpensive.

Quote: 1964-M20E Dave Did you have to replce the belt with the plane power conversion? I'm looking at the conversion on my 64 E model now. My gen gave it up last week MLU to NEW and I have the Zeftronics regulator.

I was considering the JPI EDM 930 for replacement of my primary engine gauges, but then I checked out the Electronics International MVP-50P. Wow! It seems to do a whole lot more for nearly the same price and it seems like it may have a better user interface. Any PIREPs?

Jolie's video of the Tahoe fly in got me to thinking about securing a Mooney on a windy ramp. Are there any gust locks available, or is there any technique that people use? Tie it up with a seatbelt like a Piper maybe?

I was taught roads are OK, just to watch out for the many hazards. If I have a real engine out in my plane, I will really be looking for a suitble hard surface, including roads and then fields. I might switch fields too, but only if I got down low only to find something really wrong with my first choice and there was another within glide. To the OP- I think your instructor is just giving you hints on what they will be looking for on the checkride. Pick a field and stick with it.

I lean aggressively after start and for taxi. Also I run about 1000 rpm for taxi unless a tailwind is pushing me to fast during taxi. I learned this sort of thing while learning to fly in the C152. The O-235 is notorious for fouling.

Quote: rdv The last few flights I have selected gear up a little later in the climb out. Im conciously waiting to see about 80mph and gear has operated normally. I think as I am becoming more comfortable with this plane, I was trying to raise gear to early. Operator abuse!

Interesting thread. I have this problem too. I use a kneeboard, but for me it's the checklist that has no good home. The one Mooney pocket I have under the left side panel isn't too handy. I too am hoping an iPad, or device like it, will solve this problem in the future. I do have a yoke clip, so I guess I'll bust that out and try it for the checklist, then when I get instrument current again I'll put the approach plate on the clip and the checklist on the kneeboard.

Awsome! Mooneyspace to the rescue! Carusoam just saved Sven a lot of money and headache! Love this place.

Quote: 67M20F

Quote: Jeff_S There is a very well-known technique for reducing airspeed quickly that requires neither gear down nor speed brakes. People just don't practice it and unless you've done any formation flying it probably never occurred to you. Side slip.

Quote: JimR That's interesting, Dave. I'm sorry to hear it. Hopefully they were all rentals! I'm all for taking it easy on the old girls. I changed my oil today and it occurred to me that my Mooney is 32 years old and has over 10,000 hours on her. She's earned a little pampering. As for shock cooling, I guess then that the only solution for you is to either buy those speed brakes that you mentioned or begin your descents sooner. Speed brakes have always just seemed like a terrible waste of energy to me. But I don't typically fly in the complex airspace that some of you guys do that necesitates them. Jim

Thanks for sharing the video Jolie! I'm glad you guys could still have fun, it looked pretty dang windy. I was bummed that my plane conspired against me on this trip, but given the wind, It probably was for the best. High winds over the Sierras would really make me nervous. I remember seeing lenticular clouds that day over the Bay Area, we never see that here and actually thinking that I was gald I wasn't trying to go up to the mountains. I really don't want to end up coyote food like Steve Fossett! Maybe it wasn't all that bad, I don't know because I never did get a weather brief because my plane said "no" anyways. I will make it to another I swear!

Sadly, I have a memorial service for a friend that died of cancer to attend on the 25th and cannot go. I guess I'll shoot for Livermore after that.

Quote: JimR Agreed. Look at all of those trainers, ag, and jump planes that soldier on to TBO and beyond.

Quote: danb35 Shock cooling is an OWT--don't worry about it. Still takes a while to slow down the plane, but feel free to reduce power as required/desired.

Quote: hansel http://sierraseaplanes.com/ The cheapest multisea I'm aware of. You'll like California.

Quote: Piloto As you go higher in altitude CHT increases for the same EGT temp.