1964-M20E

Sit down order your food and drink be merry and then pay in cash or credit when you leave most places don't ask for money before they serve you. If they refuse to accept cash or credit get as close as you can in cash and when you leave or put it in their hand and say here's my payment good day mam and walk out. They can't claim you didn't pay you put money in their hand.

Well at my airport it about $3.50 but the accommodations are not as nice and it's a grass strip.

I flew into HOU about 8 years ago. Wasn't too bad had a long wait on departure was IFR if I remember correctly. I should have just left VFR would have been able to get out a few minutes earlier. I've also gone to Pearland KLVJ, Sugarland KSGR, West Houston KIWS and Hooks KDWH all have been fine. Oh if you get to New Orleans PM me we can meet up for a beer if you want. We probably have to go outside N.O. proper due to the screwy mayor. In New Orleans at KNEW use Flight line first.

I have two to install in my plane. Was going to wait for the AP interface to install the DG. I have one plugged in on the bench right now. 180 degrees in 40 minutes. I'm not happy to hear about this I figured they would have fixed something like this when it was just experimental. On the bright side you can always use it to get our to inadvertent IMC by just maintaining your heading.

9 amps per phase might be a little short for a coffee maker. However an old school coffee maker with just an on off switch 400hz won't bother it . It's all resistance inside to generate heat. Would be interesting to see if the 3 phase is Y or delta connected and do they have a neutral? I like how you added the 310 to the applicable models or you could have your 310 identify ad a DC-3.

Interesting on the precession. I have 2 to install but other things are in front of the line like the engine. I'm also waiting for the AP interface for the DG. From what I understand when you connect the DG or the AI to the GPS you can have it sync to the GPS heading.

Welcome aboard. From what you describe a C, E, or J would be fine unless you want to go turbo charged. Most liekly a C or E with your budget maybe an F. There are a few turbo normalized C,E , F and Js. The F and Js will give you a little more baggage room and back seat room over the C roe E. I would find one with a good solid air frame, decent on the cosmetics and a basic GPS most have some type of wing leveler or autopilot after 1964 working maybe another issue. This will make a great VFR platform while you work on getting your IR. Then you can decide if you want to upgrade the one you have or buy the upgrades already installed and still do upgrades. It is cheaper to buy the upgrades done by the previous owner but doing them yourself you get to choose what, when and where. Planes are like houses there is always something to do on them but you already know that being an A&P.

Verify all wiring from alternator to firewall, to the battery and to the regulator. Once all connections are cleaned tight then start looking elsewhere.

Well I just got a call from the FAA about this. You have the right to remain silent, anything you say can and will be used against you in a court of law, you have the right to an attorney if you cannot afford an attorney one will be appointed for you. No big deal he just wanted a pilot statement of what happened. However, he did say I'm from the government and I'm here to help.

I got one as well. I'll just pay directly I avoid links in emails. Must be legit I 'm seeing ads now.

My EI electronic tach displays flight time based on RPM but I'm not sure what RPM it begins to record time. when I have a longer hold for a clearance i notice a difference between the tach and clock but never more than 15minutes or so.

I would go with the Avidyne IFD-550 it has a built in backup AI couple it to a new CDI. Keep the King for NAV/COM 2 This gives you a good NAV/COM platform for IFR flight. Getting the AP upgraded would be a good next step to make life easier.

That's assuming the box will allow you to set up a list box and you know how to set up a list box

Up until about 6 years ago I was able to say no to all three questions. Now unfortunately, I have to answer yes to #1 three times.

I-fy 740 and a stratux makes a good combination.

Alan may be able to help @Alan Fox

I hate when things flash messages quick and you don't have time to read them.

Don't forget PIC can change on the fly. Pun intended. It's your log book so log what is appropriate. The log book police are not coming to see your papers but it should be reasonable. If you flew the plane or assisted in flying the plane and feel it adds to your flying skills then log it. Make notes of why you were flying. It is neat when you go back and read years later and remember the flight. As an engineer each state I'm licensed in requires continuing education. I log technical seminars and every computer based training I do for work each year regardless if it is safety, policy or technical. When a licensing board asks me to produce my CE credits I send them everything I have from day one of CE requirements 20 something years ago and let them decide which is and is not acceptable.

Check the coax cable connectors on the radio tray on the back of the unit. My NAV 2 will not pick up the signal well and it is caused by the connector to the radio tray.

Would be nice if foot wells were held on with a handful of screws. Remove to access other things would be easier such as the oil finger screen

Sorry to hear that I'm probably just a few years from that fate as well. You can always open up clean, inspect, corrosion X and lube everything yourself before you bring it to a shop. This way you know what things need to be corrected during the annual and then the shop really is doing just an inspection and fixing a hand full of squawks that you have already identified.

I learned of freezing fog when I was in Idaho Falls. Very spectacular to see in the sunlight. Looks like sparkling diamonds falling gently to the ground.

Find a good mechanic that is close and allows owner assisted annuals that either knows Mooney specifics or is willing to learn. Mooney maintenance and parts manuals are necessary and very helpful. If you do not already own a set get them. MS is a great resource to locate and find Mooney specific issues to look for during an annual or pre-buy. Engine and controls - common between all aircraft and any good mechanic / IA will understand and is not an issue Airframe inspection - cleaning, lubrication, looking for cracks, corrosion, control linkages, rod end wear similar on all airframes Gear rigging - Mooney specific and need Mooney specific tools and manuals (gear tools) Gear shock discs - Mooney specific and need Mooney specific tools and manuals (gear tools) Control rigging - Mooney specific and need Mooney specific tools and manuals (travel boards). Once verified on your first annual if nothing was changed little need to check every annual unless you notice something different when flying. I'm sure I missed something and this is not intended to be a complete list of things done on an annual. However, these are the big groups of activities that I see when assisting with the annual. Get you hands dirty.

Thanks to the Avidyne IFD 550 which gave me the first indication by going into a power save mode dimming the display and flashing the low voltage warning. Had this happened 30 minutes later I most likely would have been in IMC conditions but not necessarily solid IMC.

Well I was departing Orlando today, KORL and just after lift off climbing up to 1000' I notices that my voltage was 11.5V. Tower has just handed me over to approach and I hadn't even called approach. So I switched back to tower and told them I needed to return due to low voltage. Tower asked if I wanted to declare an emergency, being on an IFR plan and not really thinking about it I said yes. (my first emergency declaration I'm no longer a virgin) I returned to the airport with no problems. Mrs. 1964m20e was calm all as well. Taxing back to the FBO I noticed all the red blinky lights and fire trucks waiting on the ramp for me , Did I do that? They had only mobilized out of the station sitting on the FBO ramp ready to assist if needed. The fire chief and airport operations supervisor came over to talk with me to make sure everything was OK and a couple of pieces of paper later they were gone. I thought I was a celebrity for a moment. Turned out to only be the alternator field wire had broken. One trip to the local aircraft supply store and a crimp-on butt splice and I was on my way with only an hour delay and I still landed before dark. We had a strong headwind averaged about 120kTS GS and about an hour of rain in the Apalachicola / Tyndall area.