N201MKTurbo

When I commuted to Tucson, the Mooney got me there 15 min faster. I got bored of flying, so I would fly three days a week and drive two.

The real compairson is between the Mooney and the airlines. With two in the plane I can almost always beat the airlines in price and in most trips I can beat them in door to door time.

I used to have a Suburban. I commuted to Tucson 3-5 days a week. The direct operating costs for the trip were almost identical. If you compare it to a modern small sedan your numbers work, but how many on here drive full sized pickups or SUVs? BTW I got rid of the Suburban and bought a Tacoma that gets twice the mileage, about 24 MPG on a good day.

$100K The avionics are nice, but it doesn't increase its capabilities, except maybe the stormscope.

If your cylinder hit 700 your piston would be in your dump.

Mine has gotten a few holes in it from stuff chafing on it. I just have some metal welded on and then grind, sand, file into submission.

I have found that the easiest thing to do is just cut the hoses and buy new ones. They are such a PITA to work off and shove back on that old hard ones are not worth saving. Other then that they just slide right out.

Glad to see you are taking care of my old friend! Hope you get the engine straightened out soon.

Cool! Now you can go fly blindly through bumpy thunderstorms and get ice on your plane! Have Fun! I just noticed your N#. I owned N6319Q for 19 years. Your plane must have been sniffing my planes tail on the production line. The current owner is a Mooneyspacer but he doesn't post much.

All the old Mooneys are under the same type certificate, so if it is in the parts manual it should be fare game. Just show all the part numbers removes and added, the new W/B and send it in. Mooney got it approved years ago.

I had this same problem when I was doing the training for my ATP. We were coming to a hold and I drew a picture of the hold and started to write the headings and such on the paper, the instructor asked what I was doing, I told him I was figuring out the hold. He looked at me kind of strangely and said "nobody does that anymore" and he showed me how to do it on the 530. You see being a cheap bastard I've never flown a garmin before the ATP training, My Mooney is /A and I can fly you anywhere you want to go that way IFR. I found operating the 530 to be the most stressful part of the whole ordeal! On one of the approaches with a diversion I got all twisted up on the 530 and didn't know what to do so I just gave up on the Garmin and just spun the VOR on the King. I immediately figured out where I was and what to do and compleated the procedure without the 530. The examiner smiled... it seems that with all this automation we are all forgetting how to fly IFR....

There are no airplane cops that will pull you over if you have ice on your plane. If you have some kind of incident or declare an emergency, you better have your preflight ducks in a row proving that there was no forecast or reported icing. i would fear the ice more than the Feds.

I used to be KB7XE but I let it lapse. Wow, I just googled it and it seems it still belongs to me! http://www.fccbulletin.com/callsign/?q=KB7XE what are the rules for renewing? Or am I screwed?

I had a cousin who was an A-10 pilot. He let me sit in the cockpit and play with all the knobs and switches. He even let me turn on the battery switch so I could make it all light up. He wouldn't let me start he engines or fly it, but I did get to pull the trigger and make machine gun sounds. You can't help your self.

You still had three digits of groundspeed. Once in New Mexico I was at 16000 TAS 175 GS 83... My most extreme round trip was KCHD -> KOAK 4:30 westbound 1:30 eastbound GS hit 273 KTS and it was smooth as silk. As much fun as those big tailwinds are, it seems that 90% of my trips have a headwind

It can probably be fixed with a few o rings. Weather the mechanic you are working with is willing to do it is another matter. There are no service instructions for the valve so a lot of mechanics won't touch it. FWIW if any significant amount of fuel leaked out, it would most likely drain into the belly and be sucked overboard. Not condoning flying with a fuel leak, but the risk is pretty low.IMHO. Also, there is very little pressure at that valve. The fuel pump sucks fuel through it.

Wow, I've never owned more than two Mooneys at one time!

I had a 6' 8" passenger the other day. He had to run the seat to the last hole, but had plenty of head room.

I have seen white smoke caused by oil being pumped into the turbo. Usually caused by a plugged return line, check valve or scavenger pump. I believe the Rocket has gravity drain to the sump, not a scavenger pump. So high crankcase pressure could cause it also. Turbos don't have absolute seals, they depend on there being a higher pressure outside of the bearing housing so the oil goes into the sump instead of out the seals. Under normal operating conditions there is compressed air on the compressor side and exhaust pressure on the exhaust side. At idle the exhaust pressure is low so it doesn't take a lot of pressure in the drain line to exceed the exhaust pressure forcing a small amount of oil to bypass the piston ring type seal at the turbine wheel.

I don't have any SWTA lenses. I have the srrobe tubes shown above.

I'll look next time I'm out there. I got a bunch of strobe parts for 231s from a mechanic who retired.

I should say Rest in Peace Bob, seeing that I have his plane as my picture.

I think I have a couple of those in my parts bin.

All that would be nice, but getting rid of all the mechanical failure points inherent in the current mag design would be the biggest advantage in my opinion. The automotive world have used inductive pickups and solid state coil drivers for decades and they are extremely reliable (except for the early eighties fords, but I digress)

People like to toute the benefits of electronic ignition by saying we can get more power and better mileage. That is bull, our engines operate in a very narrow RPM range and fixed timing is fine. I would love to get rid of the points and the gears that spin the magnet in our magnetos. What could fail? A bearing?