Stefanovm

I determined same costs as outermarker. I have one. that needs a rebuild. Georgetown, TX 07TS. I was considering sending in for rebuild, but in 13 years only generator output challenges are not directly related to generator performance. I still may rebuild, but might part with it considering the slim likelihood that I will ever need to replace again. I may have local shop that cannot rebuild, as they cannot get parts, do the proper bench tests on it to check its condition. Mechanic who R&R'd generator during annual because of loose bolts, only replaced ends of generator case. He said everything, brushes, armature, etc. looked good. Then it worked good enough to ruin itself and my VR. When the baffling, that was accidentally misplaced cut through insulator, Voltage went out of site with Amps to 45. It was capable. Pulled breaker to save items downstream. Knew it was a field ground fault, but was not expecting a human induced one. Thought VR failure or grounded field. It was right at generator, so only control would be stop generator. Since I was a good ways from any good place to land I left breaker pulled. I was guessing I would destroy the field. However, pulling breaker left 40V at my Zeftronics VR. Now VR will not control V either and gets very hot. VR costs more than the generator replacement and adds another week waiting for it to be received and installed. At least a little easier than generator.

Can you send to me, please? Mark

Kind of late, but my plan. I have a GTN-650, so Garmin has me in their clutches. Hoping I can eliminate the T&B as well, as DG, both which are broken as of today. The plan is to upgrade from the horrible 2" T&B, if one is needed with two G5s? Need the GTX-345 for 2020.

The crash did keep me from meeting a commitment 75 miles NE. That was followed by a maintenance challenge suspected on the way from Madison and confirmed when OSH finally opened after the crash. The afternoon closure kept us from departing until almost 7 pm. I did get my commitment rescheduled. I had vowed to never visit OSH as I would only wanted to fly the trip personally, no drive and no commercial. The untrained bee type buzz around OSH and the crowds on the ground kept me from going. The Caravan Clan changed that for me this year. We will Caravan again in 2016, but may eliminate the camping and ONLY fly via the Caravan. Call Signs-Crank and T-Rex, affectionately bestowed by the Caravan policies.

Our first time. It was very enjoyable. We joined the Caravan via two clinics (KERV and KHYI) and a couple of other practice sessions. "K" flight 7/19/15 was good.We did have some maintenance challenges to overcome almost a thousand miles from home, 07TS, in Texas.

At 7 miles out on my numbers is 2 nm/min or 3.5 minutes to 3500 as I am "usually" at 300 - 400 fpm up to the IAF. From 4000 to 3500 would use up about 1.5 of the 3.5 minutes. The CFII, Dave, recommended communicate more, as I did, which is only the task out of "Aviate (Fly), Navigate, Communicate and Manage" that was missing in this case. A readback was done in this case, but one should keep the priority of aviating and navigating this close to the ground in IMC at the top of list as you did. It appears that the descent was slow, but not halted. Considering the circumstnaces of the 040 course vs 026 approach track, and the wording of "descend to 3000 and maintain", all were accomplished, the ATC instructions were followed in a seemingly timely manner, AND the procedure was followed.

Mine gets about 4 to 6 hours per quart. There is very little gone from a stick reading when my left side, not underneath particularily, is speckled with oil. Each year of the last 5 the IA attacks something different. Last year was the valve cover gaskets going to silicone as they required tightening to the 20 inch punds on a regular basis. The year before some hoses, etc. I have taken the time to look for the cause myself using the methods suggested. It seems to be coming from the push rod tubes on the pilot side front cylinder. There is no visible oil with cowling off from any other locations. It is more of a job than I can do and my mechanc who knows a lot about Mooneys says "probably not" after inspecting. The leak continues and bothers line workers.

After looking at the approach plate, I might have asked for a repeat. However, since you were descending already and were cleared for the approach, you complied as far as I can tell by crossing JETSI at the procedure required altitude. I will be interested in following this thread.

I am 65+, 5' 11" and 180 pounds, so maybe I do not fit the given requirements of age related challenges, just short arms. My Mooney's fuel selector valve turns relatively easy and I have used harder ones, not necessarily Mooneys. If I push my seat back two notches and put up with accidently pushing the yoke one way or another, in the process, I have no problem. IMC requires me to plan the process to avoid vertigo and other navigation loss requirements. I do tank changes at altitude, within gliding distance to a landing site, as someone else mentioned, just in case something not desired happens. Pushing back two notches is the way I cruise or the bend in my legs causes my feet to go to sleep, so when I change tanks I am usually in the proper position. Maybe I need a roomier airplane than a Mooney? NAW, all airplanes have little challenges similar to this one. This one does not over shadow the good speed, fuel economy, stable platform, etc. of the Mooney! Another piece of FOD of which to keep track is not desired by me, so I will not procure the PVC or the likes.

I used this: http://www.scn.org/~bk269/eclipse/. It is STC'd fr older Mooneys and replacement bulb is only $12. The only item requiring beyond owner hands is electrical change from spade terminal to slip on. It does everything that Stan claims. Well, maybe not the speed increase or other humor items. I leave my landing light on almost all the time, now, when in the vicinity of others at night. When I ordered it, my problem was a ground wire that had come loose. However, I would not put the PAR back, now.

Mine have not worked since I bought the aircraft. One of the previous owners installed a strip of leds under the glare shield, about 8 to 10 I think, then a rheostat and a switch to control. It is real crude, but I like the results, so have never had the mechanic look at repairing the headliner ones. From the energy use standpoint I have seen in this thread, this may be a good decision. Under full red brightness, seeing instruments is no problem, seeing outside is a problem. I rarely illuminate past a bare minimum to see my important instruments for the above reason. In the image the rheostat is above the glareshield, above DG. The on/off switch is to the left of the vacuum gauge below the abandoned KLN-94 hole below the strikefinder. http://mooneyspace.com/gallery/image/36297-/

I made a yard stick one. I keep it in the airplane. However, I find that knowing the aircraft and starting any non-local trip with full tanks is the best method for me. When I refuel to full, I am usually within 0.25 gallons of amount used, even if two or three flights between fill ups. I have no electronic totalizer, but now my GTN-650 can do part of the artihmetic gph/flight time. I find that my eyeballs, knowing flight time and power settings are still the best. If in doubt I fill up.

That is me. I still have only a PC wing leveler. It took four years for me to get rid of my Collins Microline stuff. The comms became too unreliable. Now with a GTN-650 and KX-165 hooked to the Collins CDIs that still work well, an autopilot is a long way off in the future. NOW: http://mooneyspace.com/gallery/image/36297-/ , NO KLN-94 anymore. Before: http://mooneyspace.com/gallery/image/36296-n5520q-panel/

I am one of the less affluent Mooney flyers. I can barely afford to keep my 20E flying. I am torn between upgrading the avionics, very expensive, or finding one where someone else took the upgrade loss Therefore, even though I voted, I could not afford most of the needed choices. If Mooney became real active in making an "affordable" airplane for a lot who can afford one, that performs well, it would keep the used market in which I must remain, active.