201er

I don't know what to call it but it's the unit on the bottom right of this picture (not mine): http://images04.olx.com.br/ui/2/07/68/20749968_2.jpg

Nothing happens as in regardless of mode or roll selected, it keeps ailerons at same somewhat neautral position. Tension is felt in the controls but nothing causes it to turn. My avionics guy spent a while diagnosing it and is trying to convince me it's cheaper to replace than repair. Anyone have any replacement suggestions for me? It's the acutal auto pilot box that is in the center pedastal that needs replacement. A temporary swap operated fine.

Hey guys, my avionics guy couldn't fix the problem which has disabled my Century IIb but has pinpointed it to the actual autopilot unit. Does anyone have a system lying around or an idea where I could buy a replacement?

Clearly the issue isn't that there are many strips the Mooeny can't land in (even if it ends up using most of the runway) but rather that pilot's proficiency wouldn't be up to the task

Quote: KSMooniac I can't believe that the SI didn't trigger massive POH mods to cover the reduced performance.

Quote: jetdriven I spoke with Lycoming today. Their rep agreed with me, that undoing SI-1325A and using the correct 25 degree lag-angle magneto, resettig timing to 25 degrees and making a log entry is legal, and airworthy. It is a service instruction, not an AD. The Type Certificate allows 25 degrees. 20 degrees is an option, and one I do not want.

Can someone explain just how illegal it would be to slip on the mag timing and set to 25 BTDC by accident? Are we talking voiding warranty, insurance, FARs? How big of a deal is it? Seems so silly to have to invest so much money into changing to electroair for a paper problem. PS Does the electroair maintain 20 BTDC in the climb? Does that mean takeoff/climb performance still suffers?

Byron, how soon are you putting the electroair in? What is holding you back?

The one from sporty's is what I got too. It's not a top notch one but it's certainly good enough. I've taken it to 13,500ft and taken readings every 1000ft for future reference. Also went up with a friend as pilot to 17,500 without O2 to learn how I make out and then see how much and how quickly putting on oxygen helps. Now I use my pulse oximiter any time I'm flying above 8,000ft.

Sounds like a steal but be careful cause some of the cheap ones are terribly innaccurate. I don't know about this specific one but I've read and heard from people that the cheap ones give very inconsistent readings.

What if it's something other than the timing??

Byron, do you regret switching to A3B6?

My plane came with the 700 but now I'm replacing it with the 830. So if you're making the choice from scratch, I say go 830. Someone said the 830 is the same probes, but it's not quite true. It has more. It has RPM, MP, Oil Pressure, OAT, and perhaps a few others I'm forgetting. Also, I would put the unit in the unused slot above your CDI and left of GPS. You will probably spend more time looking/glancing at the engine monitor than most other instruments. I didn't like the 700 because I was wasting too much time scrolling through different parameters. On the 830 they are all displayed simultaneously and in full. What kind of Mooney do you have? Is it fuel injected? Honestly though, if you're not going to be flying LOP or fine tweaking your leaning, this kind of precision isn't as important. I doubt you'd be saving much or anything by getting an expensive engine analyzer on a carbeurated engine. PS I'd be ok with having my full name, N number, etc for Mooney pilot's eyes only. But I don't like the idea of someone googling my name or N number and finding all my posts that way. That is what is keeping me from posting that.

Have you considered teaming up with MAPA and having them do the fundraising or provide the funds to "buy out" the site and run it? I think it's in the greatest interest of the Mooney community to keep this site going as it is not only a wealth of archived knowledge but also a wealth of fine members!

Hey guys, do your cowl flaps stay anywhere you set the knob? Or does it creep? If you are crusing on a hot summer day and want to keep the cowl flaps creeped 1/4 way, do they stay there for you or do you have to keep adjusting them?

I bought my well equipped Mooney with the intention of flying it, learning to fly IFR in it, and actually flying IFR in it. Has worked out great for me. It prepared me for the actual flying I was training to do.

The contradictions I see are that although in the winter you have more pressure for engine operations, lower DA also means lower TAS. My hypothesis would be that you cruise faster in the summer at lower altitudes because you are effectively cruising at a higher DA. So at 4,000ft you may be cruising as fast as you would be at 6,000ft on a standard day, but in the winter you'd have to go all the way to 8,000ft to get that same kind of TAS. However, once you get above the altitude at which MP suffices to produce your desired % power, TAS starts to go down. So crusing at mid-altitudes in NA you are robbed of air and start slowing down. So 6,000ft+ you go slower than at same altitude in winter. How's that? Can someone verify in theory/reality?

I'm getting a bit mixed up on this one because not only are there factors like temperature, but also pressure, humidity, and density altitude. What have you noted your actual summer/winter speed spread to be and under what conditions? In theory, should you be flying faster (at same altitude) in summer or winter? How does it play out in practice?

Image 8 on the Mooney front page gallery has one. I don't understand what that's for.

I've seen some photos of Mooney panels with a padlock over the prop knob. I don't really understand the point of this? Surely you can start and fly a plane without being able to bring the RPM back? What is this for?

Quote: Cruiser I am considering selling my 1984 M20J 201 and need help setting an asking price. I would appreciate all honest and trueful input in coming up with a fair price for both the buyer and seller.

RIP A3B6d 1998-2012, Overhauled by Performance Aero Engines, 1400SMOH. Ferrous metal in oil (likely cam).

+1

Quote: Becca - Limited to 20 degrees of mag timing, which is a slight loss of performance compared to the allowed 25 degrees of timing allowed by the A3B6D

What are the exact differences in terms of maintenance costs, operating costs, reliability, and performance? Has anyone had experience switching one to the other? Or flying both?