Steve Dawson

I received my IFR rating in 1988 and followed it up with approximately 600 hours in the next few years but let it lapse a while ago. When I bought my 201 last year I knew that I wanted to get the rating again so I started with lessons. Because of work schedules and weather I used 4 different instructors. Between learning new systems such as GPS and newer weather information I felt each instructor gave me alot more insight into flying that I'd either forgot or needed to know. My last instructor is a retired airline pilot with over 30K hours and with the 2 days spent with him I picked up more pertinent information about flying safe and cockpit information and management that I passed my practical easily. Personally I would recommend taking a very thorough IFR course followed by a refresher course just before your exam while getting an instructor that you're comfortable with that has alot of actual IFR experience. It's all about safety.

Excellent post. Thanks for the information.

I tried a friends Zulu then another friends A20's and decided on the Bose and am very happy with them. When in cruise the music sounds great and using the bluetooth I can correspond on the phone easily.

Yes, a glass panel, 3 axis auto pilot and one that ran on auto fuel or fadec w/ electronic ignition.

Bose Series ll noise reduction headset with single plug and panel adapter included. $400.00, Steve 519 589 7034

Quite a lot of information. Have you every thought of starting a course on effeciencies of flight? Thanks Norman

This is great information, I have a ski trip planned for Denver in January, pending weather. Where woiuld I find information on mountain flying and since some mooneyspacers have experiance here, is there any advice? Thanks, Steve, M20J

Thanks for the replies, My intention is to use the GPSS and have the ESV. I've flown non preccesion before in snow and have been nervous but fortunately successfull each time. I'd like to keep the basic legacy system for now just for back up and familiarity (sp). Who would you recomend for installation? By the way, Love the GTN 750 and would recomend it to anyone.

I recently had the Garmin GTN 750 with the remote transponder and audio panel installed in my M20 J and am seriously considering installing an Aspen Pro 1000 this spring. My avionics technician suggested installation of the G500. He mentioned that the Aspens don't hold up after 2 years without some serious service problems. I like the way Aspen has quite a few options built in to their system (ie: GPSS, 30 minute battery, ect) and Peter and his company stand by their product 110% but will I run into substatial down time and extra costs after the 2 year warranty? Any one have experiance with this? Thanks,

Just bought a GTN 750 with the remote audio panel and transponder but with my 78 J and the structural supports are in the way. The installer had to move the 750 to the lowest part of the radio panel. I believe it would fit higher and in closer eye site if it was moved to the centre so the back of the radio would sit between the Y of the support. I would have to move the 2 instruments at the right (Currently an JPI 830 and Stormscope) to the right of the radio. This would facilitate moving my other radio under the 750 and leaving the middle right stack open for the vacuum gage, panel lights and the Area. Any thoughts on this relocation? PS: (Since this picture the transponder and audio panel have been replaced with remotes)

Any pictures available?

When I had my J in for the original inspection Clarence had noticed about the same amount of droop. He shimed the engine and I noticed approximately 4-5 knots increase.

I just installed a JPI 830 with all the options and flew a 1000 mile trip to Florida this week. I would recommend it for it's range of data and ease of installation. I was able to true out at approx 155 kn at 9.3 g/h.

I'd check again for the output of the cigerette lighter and possibly find another tie in to your system or check your altenator output. I've had my 510 and I Pad plugged in and found the same problem. Not a problem when plugged into my car.

Thanks for the info Norman, Can't wait to see this one, Steve

I took up a friend of mine yesterday for a quick ride around the city then got carried away and ended up in Tilsonburg looking for fuel. It's $1.82/ litre there and $1.88 at our home field at CYKF. Pretty sure it's less expensive than Europe but there's no other feeling like flying.

I've been thinking of some speed mods also but has anyone actually have results with these units installed and how much did they help?

Nice looking plane and I hope you sell it soon. I just bought a 1978 J and I'm interested in what speed mods worked the best to enable you to get such great speed and economy. Thanks, Steve

I've been looking for similar equipment for my plane. I would think that it also depends on your autopilot system and what you want the system to do for you. As for pricing I've found they've been all over the place.

Isn't the running cost for the Garmin more then the Aspen also? ie: Charts and plates from Jeppeson or Garmin run $1250.00/ year and Aspen runs Seattle Avionics at $300.00 / year. If your considering weather or traffic alert system I believe that they both need the same systems to display them on screen.

Just wondering if anyone has a set of lower gear doors for a 78 Monney M20J? Believe a K model will work also. Thanks, Steve

Congratulations Luc !

We used to use Rayjay turbos similar to whats used in the turbo normalized system. We would get over 45psi (~95in mp) and after 4 or 5 runs rebuild them in about 40 minutes. The cost was about $150.00. Of course if they malfunctioned you would just slow down and pull over. I believe they were only designed for 5-15 psi and as long as you kept a constant clean supply of oil to them they'd last quite awhile. We started using Garret style turbos and would install dual ceramic bearings in them and wouldn't have any problems getting 50psi and having them last a season. There was such a decrease in friction with this style that after the run with the engine shut off the turbo would continue to spool for over a minute. Although after the run when it was cooled down we would check the condition by removing the exhaust pipe on the turbine side and spin the wheel by hand. It's unfortunate that there's so much to get an approval on something that's vastly more reliable and easier to use than the 1950's technology.

Anyone have pireps on just the 650?