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Okay I find some solace in the fact that my original stratus will show traffic - altho I will still be selling it in favor of wingx

There is no requirement for a pilot to be well-behaved and cooperative in order for the aircraft to be airworthy. Although better behavior can be expected of any one, the point remains the aircraft was found un-airworthy by "magic" - that's the issue Sure he may be guilty of a hit and run kind of thing if he hit another aircraft and made a run for it - but the aircraft airworthiness is an orthogonal issue.

By the way, can the people doing a ramp check deem your aircraft to be unairworthy? I thought I read in a recent AOPA pilot that they cannot.

231flyer - impressive that you built a lancair! I wanted to but chickened out and it also became a lot more costly. Thanks for the details Byron. I havent looked into the breakin flights yet, but thats some great info. I agree with minimal ground run, check, fly at 75+% for 1 hour around the runway. Makes sense. Aviatorweb - You know what? This is the first time I am analyzing landing spots at my home field. Better late than never. Unfortunately due to prevailing winds, 90% of the takeoffs happen from rwy 32. Theres really very little place to go from there if it fails early As for the railroad, yes there are electrical cables. Also its a busy railway because it serves boston commuters - part of the commuter rail system and has freight traffic. Altho on weekends commuters are not an issue I guess. Looks like 14 is the best option for me. I am not worried about the first flight. Its just that I am excited about it and am armchair flying

He wanted the second alternator route to vacuum system removal and hence incurred the time and expense. There are other ways to do it, like having external battery backups which the aspens provide as an option I think. His was a g500 - pretty but not very redundant compared to aspen pfd and mfd with failover

I heard the crossfill is one way - from the 430 to the aera and not the other way round .. It would have been really nice if it did both ways .. then we can use a touch device and control the 430 that way

interesting point about needing 130 KIAS - I didn't know that - so at first I was thinking rwy 20 - because that will put me over the highway. But if am 130 KIAS over 14 - I can probably make it to the golf course or country club

which site did you use to find out? I couldn't find any accident reports on the plane either - I remain disinterested in the plane but am smarting from my inability to find things on the web (used both tail number and serial number)

Here is a google maps link to my airport: http://goo.gl/maps/4zOUu I should be getting my engine back from Zephyr in a month and then once its in the aircraft, I will have to do my first test flight I looked at my home airport runways - and there are tough choices to be made on an engine failure on takeoff. Assuming calm winds and a flight very early in the day on a weekend. The highway south of the airport is very busy on weekdays, but has light traffic on early weekends. Thanks

foreflight is also lousy at flight planning. The AOPA flight planner is better at estimating enroute times and I heard good things about seattle avionics voyager software A big thumbs up to wingx and their open architecture .. I am switching to them from foreflight regardless of whether I like their UI or not. I do like their dual screen view however - I have often wanted that in actual flight I didn't like getting shafted with stratus 1 either - with no way to upgrade to stratus 2.

Also if people just replace/overhaul 1 failing cylinder, I dont think they are calling it a top overhaul ..

I had a similar issue. Greasers for the first few hours of Mooney ownership. Impressed instructor and wife. Earthquake landings after that for 50 hours and have now finally settled at "consistently average". Point being, take your time, and use the go around. There will be landings that are not soft, but they dont have to be unsafe with porpoises or anything close to that. During the first 50 hours or so of Mooney ownership, I often had to go around without even attempting to land, because there was no way I was slowing it down to POH approach speeds.

One interesting comment there on that thread. The person does not safety wire, because if its loose enough to rotate, it will be spraying oil out everywhere - sounds logical I am not suggesting everybody not safety your filters .. but thought it was an interesting point.

I talked to the seller and walked away - pm me if you want to know why and are otherwise interested in buying I do not think its for the faint of heart ..

Wow that looks nice! And comes with history too .. Cool!

I think my mooney filter is much bigger than my 10$ car filter

Whats the answer to this? Thanks

So I was looking at the alpha systems site. Why is the legacy kit so much more expensive than the rest? You'd think the other kits show a larger range of AOA values than the small legacy indicator, just because they have more blinking lights

You are better off renting ... Gets quite expensive otherwise =p

Well the aviation oils on the market are semi-synthetic and your example is a fully synthetic product. Doesnt mean the problem with synthetics translates to the semi synths. In the links I pasted above, all 3 recommend the multi-viscosity oils (shell, phillips, exxon). But then again they would because they are priced higher Avweb or maybe aviation consumers testing showed significant corrosion resistance of the multi-vis oils with their built-in additive package (in link I pasted above)

http://www.avweb.com/news/maint/oil_myths_debunked_197096-1.html http://www.avweb.com/news/maint/answers_about_oil_195194-1.html In the end, just fly often, preheat in the cold and change often

Thanks, but I am in the middle of moving up to another Mooney. Will buy one later when I buy the next Mooney

Gonna switch to wingx because at least they allow price wars versus locking into a single solution like stratus

Also have to watch out for generator and its carburetor's performance at high altitudes. I dont have one, but I am guessing that is likely the case.

Since these gauges are on the top, it should be easy to take the glareshield off and check the connectors like N201MKTurbo mentions