1964-M20E

looks like a nice place even appears to have a landing strip on the beach. Looks like a twin on the beach. https://www.google.com/maps/place/Amelia+Island/@30.5501528,-81.4413293,116m/data=!3m1!1e3!4m5!3m4!1s0x88e45589178ac9d5:0xe52a28d75b5c461b!8m2!3d30.6265697!4d-81.460856

Also know as Mid Coast Regional Airport. http://mcra.us/

Several years ago 2011 and 2012 I was going to Savannah once a month. I went to KSAV sometimes but would mostly fly to KLHW Fort Stewart. Much cheaper fuel no tie down fees and I believe both Hertz and Enterprise would drop off the car for you before hand and you left it there upon leaving. Extra 30 minutes to your drive but if you are already getting a car no problems. The controllers at LHW were nice as were the ones as SAV. Much less traffic at LWH but I did get to see some F-22s taxing and taking off from SAV.

If you have 2 fuel senders for each tank in you system the inboard fuel sensor may not be working correctly. Just a guess.

So Bob how much for the bladder kit? and for he install?

except when the bladders don't have the extra bags for the extra 10 gallons.

Yeah but is he house broken too?

A few years ago I flew into KEQY Monroe. It was easy and if you are getting a car anyway it is not that far of a drive and the fuel savings will cover some of the rental car.

there is a place in NJ I think that still repairs these radios. There is also source for the display if you are having issues with that as well do a search on MS I posted the source a few years ago. Easy to change and not that expensive. Check the connectors at the back of the tray. On my 812 the VOR will act up from time to time.

Idaho Falls

When going to Idaho this past Monday sitting in the back of a CRJ200 we encountered icing conditions during the approach but as we proceeded down lower the ice began to melt off. I could see it building on the winglets and the flaps as they were deployed. Thought to myself I would not want to be flying that approach in my plane.

On my side I place them on the floor in front of me somewhat under the front seat after I have pushed the seat all the way back. This is out of the way so I do not step on them. Passenger side I unplug them a place them on the rear seat before the passenger begins to exit. So far this has worked well for me.

When I need to descend from 10000 feet I start my descent by lowering the nose and gaining speed. I know you are looking at saving fuel on the descent. However, sometimes flying IFR ATC will keep you higher for traffic as you well know. I generally look to start descending about 50 to 60 miles out when at 10000 and going to seal level. I let my airspeed increase in a 500fmp decent and check the MP at about 23" to 24" during the decent. I will close the boost air at the top of the descent just so I won't forget it later.This generally gives me about 160kts IAS +/- and a decent ground speed increase. JMHO

cool Did you catch the misses at the very beginning of the clip?

hey hey now I'm trying to eat lunch here.

Look at the regular Davetron clock and make a new cover plate for it out of aluminum I did that on my E years ago and ti worked fine.

Sweet just don't try to achieve the same GS as you would in the Mooney.

I'm leaving for New Orleans in about 3 hours. Currently DUATS has an 8 minute.s difference between 100 and 40 on a approximately 3:45 flight and 493 miles. I normally will fly this route at 100 but will go 80 today and see how it works out. I may try lower at some point for better GS. I have tried lower sometimes for better GS and it was bumpy so I went back up for a slower smother ride. Generally for a flight like this less than 15 minute difference I will fly the altitude I want for flight comfort rather that looking for the best GS. When is gets to be greater than 15 minute difference then I will seek an altitude twat will give me the best GS and shortest flight time while keeping comfort in mind. Currently departure airport is 7sm, OVC 006 and improving and the tops are reported to be 008.

he sold the Mooney and bought Wonder woman's jet.

I wouldn't mine having it for easier recognition. When ATC calls you out to another plane smoke on. Much easier to see a mile of smoke instead of a 30' long plane.

My former mechanic was very fond of this system and I used it on my E model and my current plane had it when I bought it. I like it.

When I begin my decent from cruise altitude I just nose it down for 500fpm and only start reducing MP to check it at 23". If I need a faster decent I will reduce MP further and or nose down a little more. This will keep CHTs in a normal range. IMHO there is no real need to reduce MP to 15" until you are ready to slowdown to enter the pattern.

Added value when you sell the plane it comes with it's own special tooling. and if you end up keeping the plane for a few years they will come in handy again. I have a complete set of special tools for My Mooney that I have accumulated of 7 years of ownership.

neat would you care to share code, schematics and hardware list with the group?

The North American Vertical Datum of 1988 (NAVD88) is the vertical control datum of orthometric height established for vertical control surveying in the United States of America based upon the General Adjustment of the North American Datum of 1988. To the best of my knowledge this is the theoretical MSL at least for the USA. Yes this is an average construct of a mean seal level. Living in south Louisiana roads and front yards can disappear under water in a matter of hours when the wind and tides work together MSL doesn't mean much but seal level does. Maybe we should start referring to altitude as NAVD instead of MSL.