1964-M20E

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.

The other option is to just let enough slack in the wire to reach the yoke and allow full and free movement of the controls

https://www.cablescience.com/coils/electronic-1/ec-series/shielded-ecs/22-awg-gauge.html try this site

I don't spray in the cabin but everything else. Yes avoid spraying AP servos. Of course living in south Louisiana with the humidity and the close proximity to salt water I choose to clean and spray every year.

Did I tell you my other plane is an SR-71. I only use it when I really need to get there quick.

When I first got my hangar I would taxi into it since it was open on each end with grass ramps. After I paved the front apron and closed in the back wall I push it in tail first. I wouldn't run the engine in the hangar too much stuff to go flying around even if it doesn't damage the plane a lot to clean up. I use a regular leaf blower to sweep out the hangar.

Yes that is a consideration but one or two more plates at annual is not a big problem. Right or wrong I remove every cover plate which makes the annual a PIA but I get to clean the inside of the wings, get a good look inside and apply corrosion X everywhere.

Convert the covers to use screws?? Takes a little more time but then you easier access later.

I like the STEC 30 I have. If nothing else being established technology they should go for lower cost to try and gain a larger Market share. evenon theirnew offerings

neat I'd love to have the military version with the full canopy in a 310hp rocket version. I would like to see the control configuration if they went to stick control instead of yoke.

too much time on your hands