GTWreck

Part of the reason for it is that one of the airports I frequent had an unpublished AWOS frequency after it changed from AM to FM frequency. While I was at it, I figure I'd fill in the other common destination frequencies as well. I generally find that it's faster to do it via paper than to dig into the 530, and find the frequency. To each their own.

Sorry for the late response. I've been out of town for awhile. Useful load (re-calculated from last annual due to new light weight starter being installed) is 826. This aircraft is also eligible for the 2900 GW option, which would give you another 100+ pounds.

With my RV-10 project almost completed, it’s time for my Mooney to go on the market. This is a very well equipped plane with all the bells and whistles offered in the M20J, including inner gear doors, one piece belly, speed brakes, fully articulating seats, WAAS GPS, stormscope, etc. This has been a very good plane for the family hauling the 4 of us all over. The plane and motor have 1875-ish hours. The compressions on the engine are still quite good (72+), and oil analysis at last annual came back clean. The last 3 annuals have been done at the Mooney Service Center in Rome/Dalton at Cole Aviation. The motor still pulls well, routinely getting 155KTAS @ 7-9k' @ 10.5-11gph. Always hankered, no damage history. Plane is offered at $105,000. Equipment: Garmin GNS-530W Garmin GMA-340 audio panel Garmin GTX-330 Mode-S transponder King KX-165 nav/comm King KFC-150 autopilot with yaw damper King KI-525a HSI WX-1000 stormscope JPI-730 engine monitor Standby electric vacuum Speed brakes Rosen visors Lopresti landing light Last 3 annuals done at Mooney Service Center The ad is also available on Barnstormers here.

Oshkosh is coming up. Could be signs of an upcoming product update or new product release.

Novus 1. It does a great job on Plexiglass. That and a microfiber cloth stay in the plane and are used prior to each flight.

+1 for Sheltair. Was there last summer. Friendly enough, especially for a larger airport. Gave us a ride over to the rental car place at the terminal (which is all the way on the other side). Gas prices are obscene, which isn't terribly unexpected. Fortunately, I was only going back to Atlanta.

Quote: bd32322 the free traffic info is a bit misleading. To really receive ADSB traffic you have to broadcast your GPS position from the aircraft to the ground stations - then the ground station gets "activated" and it sends you back traffic information. THis is called ADSB-Out and the GDL-39 does not have that. So you can only receive free traffic when you are near another aircraft that is ADSB-Out equipped and broadcasting its position. This is really a governmental thing - because there is no technical requirement for you to be able to broadcast your position in order to get free traffic. I believe some garmin units are ADSB-Out compliant - but those are much more expensive - I think its GDL-90

Actually, I'm going to answer my own post, thanks for a quick Google search. The place that contains your quoted information is found here: http://www.airventure.org/atc/vfr_basics.html But it's not in the official NOTAM document. It's pretty easy to miss this point if one only reads the NOTAM.

Quote: jetdriven Oshkosh notam really discourages this: PLEASE COMPLY WITH THESE SPEED RESTRICTIONS. We know that some of your aircraft are capable of going much faster, and some wish they could cruise at 90 knots . These speed restrictions assist us (ATC) in delivering an orderly and manageable flow of traffic to the control tower, as well as to the volunteers on the ground that assist in your parking at the airport. 1,800' msl at 90 knots/104 mph or If unable - 2,300' msl at 135 knots/155 mph. UNLESS SPECIFICALLY APPROVED BY ATC, DO NOT EXCEED 135 knots! IF YOU ARE CAPABLE OF UTILIZING THE 1,800' PATTERN, PLEASE DO SO. Do not utilize the 2,300' pattern just because your aircraft is capable of flying at 135 knots. It makes it much easier for ATC to develop a sequence most aircraft are at 1,800!

Another option is to take the 135kt line (@2300' MSL) instead of the 90kt line (@1800'MSL). There are fewer planes in the 135kt line, and you don't have to worry about getting stuck behind a Cub or something that can't do 90kts.

'87 Mooney 205 with KFC-150 Autopilot. On a recent trip, when I got to the pattern at my destination, I noticed that I wasn't getting any up trim past a certain point. On the ground, down trim worked just fine, but up wouldn't go much further than the bottom of the 'takeoff' area on the indicator. Moving it manually past this point was not a problem. I flew back home with it in this state and had the same thing occur in the pattern at my home field. The next day, I went to the hanger and found that the up trim did not move at all, but down still worked fine. I could hear the motor turning, but it was not moving the sproket. I removed the servo and sent to an avionics shop, which has said that the servo checks out fine, except that the motor "turns too fast". Any other ideas? Could a fast motor be a culprit?

Climb: 105 kts @ 14gph (I lean fairly aggresively once I'm at 1500 MSL to 1350-1400 EGT, which is still ROP) Cruise: 155 kts @ 11gph (really closer to 10.5, but I like to round up for margin) Descent: 165kts @ 8gph

When my engine requires replacement, I intend to look into the IO-390. There's an STC in place already for M20 based Mooneys.