1964-M20E

if interested go on Dynon site and put your name in. Yes you have to give them email etc but it at least let's them gauge how many are interested.

so do you really want to make a new one (better mouse trap) or be happy with a replacement and move on? I'm sure there are plenty of originals to be had for cheap.

If you own a 40 year old plane and don't have these tools you are hurting yourself. Don't forget at least 2 different types of electric welders and a gas rig as well. I spent half a day a few years ago making a part for something that I could have went out and bought the entire thing I was fixing new for less money than the cost of my time but it was the principle of it. I have been using my mill and lathe a lot lately for non aviation projects.

I keep the low altitude charts in front of me on paper form and I switch back and for on the Ifly 740. Occasionally I did not have or couldn't find my low chart so I used the sections for the area.

Tom This is great to hear. I hope that you can get the parts cost reasonable. While at $30, $40 $50k for an install one would really need it or want it to install on a $40k to $100k plane. Now if parts and STC can be had for $10k to $15k you might be able to generate significant interest. I'm not sure what buying the turbo and waste gate outright from Ray Jay would cost but as you said Kelly signed the STC over to you. The STC itself should be minimal cost to the end user and then just the cost of components and install. The more economical you can make it the more you can sell and the more replacement parts in the future. Good luck and I'd be interested in doing this.

When I got my E model in 2010 I had about 150 hours or so total time, about 7 hours in an arrow in the preceding 12 months and 15 hours in 150s and 172s in the previous 5 months I had stopped flying for about 15 years prior to that. I think the insurance company just said get with an instructor maybe 2 or 3 hours required but I did have the Arrow time which is a similar airplane. I didn't find the transition that hard but I did have an older unmodified E model that slowed easily. Once I was cleared by the instructor I flew about once a week for the next year even if it was just going up for an hour by myself and I would start flying procedures VFR looking out the window at uncontrolled airstrips getting ready to start my IR training. This allowed me to get a good reference as to where I was visually with respect to the procedure and to start learning the terminology on the procedures.

Did that last summer it was nice after I left flew over the pacific ocean. Get the driver to pick you up at the airport he maybe able to get you in the cockpit of the goose free of charge. At lest that is what he told me when bringing me back to the airport. Nice museum remember there are 2 buildings and allow yourself enough time for both. Parts of my flight were IMC due to smoke last year in August time frame. Now if you want a real po-boy come down to New Orleans and I'll take care of you.

If you need to be told you are already too far gone to be saved.

This Mooney has been fitted with the new BTTF hover board technology STC. It rests on its belly skids for easy entry and exit then it will hover about 5' above the ground for engine start and take off. There are a couple of extra hover output flux inductors that act as brakes and lateral control while hovering and before taxing. Maximum hover height is 10' so true VTO is not possible but it does make landing in a cow pasture very smooth and cross wind landings are mostly eliminated. You pick up about 100lbs of useful load since the flux inductors are much lighter than our current landing gear and you pickup about 10kts because the lower skins are now smooth with no gear doors. Oh and as a bonus you get more leg room in the front since the nose wheel well is eliminated. Oh yes I do have the STC for that mod but if you have to ask it's probably too much for most of us CBs here. Cirrus drives need to learn to fly without the training wheels first before working on the STC for Cirrus.

Did anyone else do the simulated altitude chamber? It was neat simulate FL290. About the first 2 minutes you are pretty OK but it's all down hill after that. I thin it was about 4 minutes in when they gave me the mask with the O2.

make the retractable in the fuselage then when not running they don't produce drag

did you see the engine monitor boy a couple of JPIs or something like it would do wonders.

I saw the cabin but didn't bother to inquire as to what it was. I will do that next year. See you at the summit

yeah the flight up to 40J was quick but going west to New Orleans it slowed down

I didn't get into that with them.

I talked to Aspen about the E5 and he said that you can legally fly an ILS approach with the dots shown on the top part of the PFD screen. There is not CDI presentation at the bottom. Didn't ask if you still need an external CDI. No $ value to upgrade the E5 to the Pro 1000 by software but is is an option.

Glad you figured it out. That is a good thing to look for and annual inspections.

Well I had a good time. I left Sunday Morning had to stop at 40J for about 2 hours for the weather to pass. Still only doing 112KTS GS on the trek home from 40J. Darn headwinds. Yes food prices are high compared to quality but still edible. The best burgers and lowest cost for water and drinks is over by the museum. I do like camping there it gives you a longer time on the flight line with the planes. Yes a hotel would be better but camping is not that bad. Saturday many vendors were packing up much of their stuff I guess expecting Sunday to be a wash with the weather.

get a sewing machine and wear both like the old English detective style hats. Let's try to meet up around 2 at the Mooney tent on Friday.

Should be arriving mid day tomorrow hope to be in VAC

I'm 6-2 and 190 so I don't have as much mass but the technique is called the Mooney Roll. step down into the co-pilot area facing the rear of the plane bend down and do a CCW 180 degree roll into the pilot seat. I suspect the 182 would probably be the most comfortable and ease of getting out other than perhaps a C177 which has huge doors. If you look at the C177 look for the 200HP RG types they are almost as fast and efficient as a Mooney.

I heard many years ago that power changes contributed to engine problems but that was just hearsay. My personal experience was while being vectored to the ILS approach in Orlando when I backed off on power the engine began to run rough. I enriched the mixture and it smoothed out. My second power reduction about 2 miles before intercepting the localizer it began to run enough again. I go full rich with the mixture no change, I add power back and it smooths out some. Now the gears that started turning on the first power reduction went into over drive for the second power reduction. Ceiling is about 10BKN I keep high and fast on the approach until I can see the runway and know I can glide there then I reduce power to land. Turned out to be a loose intake tube on #3 which by looking at the engine monitor I know #3 was going cold during the power reductions and rough running engine. I do know form personal experience with other engines when experiencing problems running them at full throttle the engine may not be making full power but it keeps running and depending on what you re doing and where you are at just run it WOT and do what you need to do and worry about the engine later.

heck you could build one awesome panel. You would never get lost always have communications and have a level of redundancy that could not be topped but I'd hate to pay for the Jepp subscription.

well SNF is next week whoever is there can talk directly with Aspen and others get the scoop right form the factory guys. I plan on doing just that. I'm wanting to do some upgrade but not sure just what I want to do.

I have been fighting the same thing with my FP5. It was reading very well but is dong the same thing you described. I spoke with EI and they said the sensor rarely has problems, EI seems to think it is air bubbles or fuel vapor bubbles interfering with the sensor. EI suggested a fuel line loop above the sensor which in my case is a little difficult considering where it is located. I have been trying to figure out how I want to do this to try it. Mine at altitude and longer flights usually will settle down and read pretty close short flight it's hit or miss. Here are two recent flights FP5 uses vs pumped. Even with averaging makes chasing K factors interesting. FP5 Pumped 35.6 34.5 14.5 12.9 The FP5 on my previous Mooney was rock solid never a problem.