1964-M20E

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.

Using my fuel totalizator I fly 10 gallons on first tank now I know have at a minimum 1.8 hours at cruise remaining in that tank and I can stretch it a little longer if absolutely necessary but I do not plan on that. I then fly the other tank until 15 to 30 minutes before my destination or when it is about to go dry and switch back to the first tank. I try not to let the fan stop but not opposed to it if I'm alone. Actually it is good engine out practice. If I am flying that long I want all my usable fuel in one tank. Shorter flights it will vary but 1.5 or less I usually stay on one tank.

Don't tell me you lost again? You have a nice GPS???

Sweet, simple, effective and cheap unlike most aviation items. Way to go I nominate you for the CB of the year award. Oh not really an award we don't want to spend any money on a plaque or anything.

Yes find another shop. Take it one step at a time. Yes it is nice to do as much as you can when you are there but sometimes you just need to take time. New avionics are changing quick old avionics are a given but have their issues. All I can say is don't rush to buy something just because is sounds like a good deal. Be patient and methodical plan out what you want to do and find the most economical path forward. sometimes finding out what toys will play nice together is the biggest battle in deciding what you want in the plane. Finally, if you have something installed that is working and useful consider keeping it instead of replacing it after all we are here to spend money to actually fly not get ready to fly or dream about flying.

I'll be there. Was at KISM Kissimmee last week they wee saying to make reservations if I intend to go there for SnF. Not too sure if ISM would be that packed for SnF but you never know. I'm flying into Lakeland.

Nothing you don't already know but hull value is where its at. I pay about 1/3 what you pay but my hull is insured for about 1/3 of yours as well.

Just for fun how much would all of the parts required in the STC for a Ray Jay system cost new from Ray Jay? #tomgo2 What other parts are needed that are not available from Ray Jay? Second while I know it would be expensive and time consuming could we pool together and develop a new STC? Or as a group try to purchase the existing STC in the name of Mooney Space or even EAA to offer it a a lower cost option for many Mooney owners out there? I know someone here has tried to purchase the STC before and the deal fell through right a the end. Are there 2 STCs out there to TN a Mooney? One using M20 turbos and one Ray Jay or is this the same thing? Finally while not needed for the flying I normally do (flatland USA) I would like to have it the get slightly higher TAS at altitude. I typically fly 100 to 120 1 to stay off O2 and 2 climb performance continues to drop off above that. Just my thoughts.

I have gone to meetings several times and got out of my F with a suit on and will be doing it again in a couple of weeks. Oh and with a hat yeah I'm really weird.

Hey will we have the equipment to test our Sensorcon CO detectors this year ? I missed it last year.

Unless I' mistaken you can do an airborne VOR check you just need a good known point and VMC to do it. I used to do it all the time in my E which only had one NAV and one GPS in separate radios.

It will creep down a bit as time goes on. Go fly some retracts now before you get your plane it will help on the insurance. Go for the maximum amount of hull insurance you can reasonably get without being too over insured. You want to make sure a small thing doesn't total your plane especially if an older model.

there is one screw that goes into the block below the baffle. It would be in the upper left side but you need to access it form under the baffle. Other than that I'm not sure.

A couple of years ago when I installed the IFD540 my installer tied to steer me to replace my NARCO 812. Other than occasionally getting some static from the rear connectors in the tray the NARCO works fine. Displays were available a few years ago and they might still be if you ever need to replace it. Use the NARCO for now you can always upgrade it later. Bottom line you really want a second NAV/COM it is nice and I am always cross referencing my location with my NAV 2. Give me something ot do when ATC is not talking (screaming) to me.

Hope y'all have fun this must be SnF west.

that's why child labor laws were introduced.

yes there are some pluses but some minuses as well. similar to when MS releases a new windows they move everything around.