1964-M20E

@Microkit did you think about adding an announcement at the 100ft mark when the system begins announcements "100 feet, Confirm Gear Down and Locked" This would be a good last minute reminder for those with retracts and if being installed on a fixed gear the statement could be silenced during installation.

Just a drip no need to worry about that. It will last another 200 hours.

I've flown the tail dragger model a couple of times. Not a bad airplane. Nice for fun slow flights.

Great maybe it can be scanned and shared with the group?

typically 8 to 10 miles

+12500 flying I have not done it but on very rare occasions. I have played with O2 but really prefer to avoid the hassle. I think there is something to this statement. Turbo charging or Turbo normalizing is a great idea to maximize your performance at any altitude you choose to fly at. Pressurizing and or clean sheet designs are nice when you are selling 100s of planes a year. When you are barely selling any that is tough unless you have huge pockets back filling the bank account. The problem is our planes and almost all GA planes are built so good they last for many decades. This is not good for the factory who makes new ones. The buy in costs for a new on is so high that the average GA owner will keep and maintain the older plane simply because he can't afford a new one. I know I'm dreaming but if I could get a new M20 for $100 to $150k today I would consider it but not at 8 to 9 times that amount. As an individual I can't justify it. If I were independently employed and had my own business then I could possibly justify it.

what about using a nebulizer to add moisture to the system. Maybe one powered by 12VC or 28VDC.

There are some who will know what a medical is. Those in aviation divisions of law enforcement and those LEOs who are pilots too.

Last week from GA to home I had 1001 and thought that was somewhat strange.

Well we finally got one here in New Orleans after being in the cone 7 times this year. I was directly in the eye. The hangar and the plane are fine. Slightly more issues and minor damage at the house. Power is still out and running on generator. Heard reports of several planes being damaged at KNEW and KASD.

Do you have an engine monitor in your plane? I climb WOT, roll the RPM back to 2650 until I get to my desired altitude unless I am trying to reduce noise for the neighbors then I'll roll the RPM back to 2500 until I clear the noise area then back to 2650 and continue my climb. Depending on my final altitude, >= 5000, once at cruise altitude all I do is roll back the RPM to 2550 and lean it out. If you are experiencing high CHTs early in your climb you might check your fuel flow at take off on the ground. If you really want to start some conversation start into LOP vs ROP.

I experienced this issue as well. I changed the transducer first and it looked like problem was solved. However, it poped up again. I changed the fuel pump and both hoses connected to it. The problem cleared up. However I did get a low fuel pressure alarm again on climb out. Hot day and long climb. I'm wondering if engine compartment heat has anything to do with it? I have the oil cooler relocation so the oil cooler is dumping heat right on my fuel flow sensor. It only recurred once.

Hey it must do about 150kts in level flight now with the tail on correctly.

another way if they would reject a round robin flight plan is to file: KCHD to KTUS and list KCHD as your alternate. After you fly the approach at KTUS go missed and tell ATC you want to return to KCHD. ATC can't force you to do anything at that point. ATC can only comply with your request unless there is something in the airspace that prevents them from doing so.

It is aviation grade oil for our engines use it and don't look back.

activates the guns .30 caliber in the Mooney since we are a little smaller than the mustang which had the .50 caliber.

AV-30s are shipping. Got an email this week and a buddy of mine will receive his AV-30 next week. I'm going to help him install his so I know more when I do mine. We have the same mechanic so hopefully sign off will go smoothly.

This is in my 67F POH. Conservatively 12:1 @100mph IAS and prop stopped. Go up and play idle engine, set up your glide and go from full prop RPM to minimum prop RPM and you will feel the difference.

Well when Mickey's little had is on the 3 and the big hand is on the 12 it's 3 o'clock. Smart enough for me.

Sure all you really need is accurate fuel flow, and all 4 EGTs. You can also do it with only one EGT and fuel flow. The newest most sophisticated instruments will tell you how far ROP or LOP you are running. Now on the other hand you will get many opinions of running LOP vs ROP but that is another topic entirely.

IFR approach simple Well for now I'm stuck with Jepp but I really do like my Avidyne IFD540.

Take the engine side hoses loose and maybe you can turn the bulkhead fitting and hold the flare nut on the hose. Get a set or 2 of inexpensive harbor freight i.e. china's finest wrenches and heat, bend, grind and cut to fit. that hose does look a little crusty That way you don't feel bad grinding, cutting or bending snap on tools.

If I knew that I would have taken your plane for a spin around Orlando this past weekend I have a screwdriver handy in my plane.

We have a TBM on the little strip where I keep my Mooney. They are wonderful planes. Congrats on getting one and kudos on being able to afford one, enjoy. The TBM is a traveling machine with its range and speed. I would really like to have one if I am ever able.

Well the locks are really for honest people. Not very hard to force the door open. At least the older models.