tony

My insurance company required my CFII to have 25 hours too. I went over to see the agent and told them that the instructor I really want to use graduated from the academy, went to test pilot school, flies C5, C130s, C17, F16, etc. Given all that experience, I really think he’s qualified to fly my Mooney. The agent smiled and said then all we have to do is write him into your policy as a named pilot which I did and there was no additional cost because all of the risk is me since I only have a couple of hundred hours compared to his thousands. So if you find that perfect instructor for your IFR rating, try that

Dave, just another thing I would check.....Will the display support that large a viewing angle mounted that far over from the pilot's eye?

Dave, thank you for posting. They are great pictures. I used to travel out to the bay area quite often when I was younger. Brings back lots of nice memories

Yes, they are a rather difficult (b*tch) to get out. The right mag was easier to get out than the left. You'll need lots of quarter inch drive adapters, extensions, sockets, and open end wrenches. I remember there was one nut on the left mag that I couldn't quite get to. I was cursing at it when my mechanic came walking over with a special tool he made. I handed to me, smiled and said "glad to see you're getting to know your airplane". Given enough time and patience, you can get them out. Just don be in a hurry. The left mag has two wires and the right only has one. The extra wire is used to adjust the timing when you are starting the engine. Remember to mark those wires so you don’t have to buzz out which is which when you install your rebuilt ones

I'm sitting here in the east coast, just thinkin and dreamin....... ......wonder if someone can post some pictures so I can see too

http://cgi.ebay.com/ebaymotors/Garmin-GNS-430-Non-WAAS-Tray-CI-2480-200-_W0QQcmdZViewItemQQhashZitem3a5ecbb8b9QQitemZ250698512569QQptZMotorsQ5fAviationQ5fPartsQ5fGear

Jolie, I don’t think David has any concerns about the quality or workmanship at the factory. Since he was willing to ferry the aircraft half way across the country, just for an annual, to me speaks volumes. In fact, I would infer that he actually prefers to have his annual done there and is willing to pay a premium for it. The issue here is about business practices. One of the biggest assets the Mooney aircraft company has for increasing revenue is its existing customer base. They need to leverage on that asset, not chase it away. In the aircraft industry for the OEM, there is more profit to be made from sustainment, then they could ever make in production. The Mooney Aircraft company needs to embrace that concept. Tony

Dave, I think you’re absolutely making the right decision. As you say, it’s just business. I do hope that the factory is reading this board. In the aircraft industry, there is far more profit to be made in the sustainment of the product than at the point of sale.

Please let us all know about your adventure when you return, we would all love to hear abot it!

Stereo-PS Engineering PM-3000 Stereo Intercom, music input wired up and it goes to all four jacks for the passsengers.

Oh boy, I know this isn’t going to go over well……During the combustion process, engines will produce ash. Straight mineral oil without any additives will not hold the hydrocarbons generated by the combustion process in solution. Those hydrocarbons will participate out of solution and be deposited in the bottom of the engine as sludge. Ashless dispersant oils and will tend to hold these hydrocarbons in solution and will be flushed out with your oil change. It’s a person choice I guess. Now my question is: what is the technical reason you would you use mineral oil?

I'm sorry to monopolize Tom's original question. I found this: http://www.lycoming.textron.com/support/publications/service-instructions/pdfs/SI1427B.pdf

Ned, thank you for that response, that’s an excellent idea! I think I will. Personally, I thought the engine analyzer was a good idea and was surprised at my mechanic’s response to my question. So I was looking for some other people’s opinions and experiences so I could make up my own mind. The engineer in me wants to put it in because I get some cool data and I can trend it from a baseline; you can never have too much data. Perhaps even make a determination on preventative maintenance (doubtful). Then there is the appliance operator in me is trying to understand the value of that data in real time and understand how I would operate the machine differently. I feel most comfortable 100 degrees rich of peak

I'm in the middle of my own field overhaul, have you guys considered putting in an engine analyzer? My mechanic says it won’t buy me anything and my money would be better spent elsewhere; however, it might be nice to trend the engine with all new or reworked parts. Any thoughts? He also said not to use mineral oil when we’re done, just to use the regular oil in the engine in I plan to use all the time during the break in without any additives at first.

you can search for that here http://registry.faa.gov/aircraftinquiry/AcftRef_Inquiry.aspx

Quote: ray I use to own a 69E and had problems with my electric gear, It got my wifes attention when it did't come down on a landing here in AZ. I told her no problem I'll have to hand crank it down, I ask her to take the plane I popped the circuit breaker and put the gear down made a very soft landing. I now own a 65-66E and really like the Man gear and flaps.

I thought they were just jealous.......

I'm just a rookie here but can someone please define what an "AMU" ? I have seen this term referenced in many different posts.

chuck, does peggy have hangers available at stockmar?

I just bought my m20F last week. I'd love to get a copy of both.