aaronk25

Now it would be something if you had a trim switch to trade me and I had a LH door, then the world would be great! Sent from my iPhone using Tapatalk

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Mine is starting to annoy me. Have to push down hard and hold with pressure in full aft position to get trim to go. Defiantly a bad switch. Just looking to replace. Thanks, Aaron Sent from my iPhone using Tapatalk

2 years old from mooney never installed and is primed white ready for paint color of choice. $500obo. Paid $750 from mooney. Will add pics soon. Sent from my iPhone using Tapatalk

Ya if your gonna toss them toss them in a box put tape on it and ill mail you a shipping label, for proper recycling of course! Jetdriven, darn you....you trying to screw up me getting some free filters???? Sent from my iPhone using Tapatalk

Gosh that stinks for him. Hope they go easy. So much traffic and things going on that he must have looked ahead in a quick glance and thought it was the runway. Sent from my iPhone using Tapatalk

These mechanical tachs are such junk they should have been banned years ago. I've replaced mine 3 times in 8 years due to the same issue your experiencing. The only think I use the tach for is the hour meter, that stays accurate regardless of needle error. When I installed the 830 I switch to using that tach for purpose of engine speed as it is accurate within 10rpm and derives its data from the ignition system not some stupid cable similar to moped speedometer. Sent from my iPhone using Tapatalk

I'm on a strict 500 hour schedule for IRAN. After 500 hours they don't start as well either. Sent from my iPhone using Tapatalk

I'm almost certain a stall would be the same as a stall at a lower altitude. The reason the plane feels so mushy is the lower IAS. It stalls at a faster ground speed but you can't tell that at the FLs. 100kts IAS at a high altitude feels the same as 100kts at a lower altitude. Making turbulence less bumpy is one of the reasons it's a better ride at altitude when encountering turblance is the plan mushed through it instead of being hooked up so hard. Sent from my iPhone using Tapatalk

I'd order one immediately upon availability! Sent from my iPhone using Tapatalk

Really? I can get any different mpg on my J regardless of where I move CG including moving luggage to front seat rear or luggage. Yours is a O right? Maybe more nose weight so that would make sense especially with 3 blade? Just thinking out loud.... Sent from my iPhone using Tapatalk

Na......it ain't that sensitive to seating position, probably more rotational force from the prop spinning Sent from my iPhone using Tapatalk

Someone step on the right flap when de-boarding making the airplane turn left and requiring right rudder for straight flight? Either way I'd have a mooney shop with travel boards do a re-rig on it to get it flying straight. Sent from my iPhone using Tapatalk

Same motor In my 201 and will routinely go up to high teens or low 20s if it's a extremism tail wind with not even the slightest miss. Highest I have been is FL210 with almost 90kts on the tail. Made it on about 32gallons of fuel. RST Rochester MN to Laguadia NY LGA, got in at 1AM. Here is a pic of FL200 and aircraft weight with fuel and bags was 2750lbs. Sent from my iPhone using Tapatalk

25 degrees of timing in a mooney Io360 is the best way to go. If you can legally do it (dual mag) great. If you got separate mags which are at 20d timing search on this forum for jetdriven post about how to do it. It brings the mooney to life! 20d is terrible. Now you won't cruise below 2400rpm and most likely 2500 rpm with 25d of timing as the engine will growl at lower rpm, but with /20d of timing you won't run more than 2500 rpm or you will be grossly inefficient. We didn't buy a Mooney to go slow right? Chts will be higher but if you can't keep them below 380 then adjust cowl flaps, tweak baffles until you get it to work. It's worth 6kts in my J and 1-2mpg. Go 25d! Sent from my iPhone using Tapatalk

Do not put anything more than core value in a engine that is 20+ years old. NOTHING. Even oil with 10 hours of run time is corrosive if sitting long enough. Pulling a cylinder is a terrible idea. Pulling two would make more sense from a inspection stand point because it's possible and very likely that one cam lobe/lifter is in the early stage of failing but another cylinder aft or fwd of it looks beautiful. But now pulling two cylinders exposes more than double the risk factor of engine failure due to invasive maintenance. No way would I pull any jugs. If the buyer wants more than core value then the air frame or avionics need to be discounted deeply but the 1/3 engine, 1/3 airframe and 1/3 avionics value to arrive at the purchase price still needs to make sense. My guess is the engine will make metal within 50-100 hours so if it can be bought at the right number I'd fly it straight to Jewell to have him save what parts he can before the metal filings prematurely take out good parts. Sent from my iPhone using Tapatalk

I wonder if it should be part of private pilot training to turn the fuel selector off to give the experience of what a engine failure feels like and respond to it calmly making sure the pilot knows it's going to happen. Also would kill the fear of running a tank out. Sent from my iPhone using Tapatalk

I run a tank dry in flight as a standard practice on long endurance flights. 33.3 gallons in the J with 32 usable in most flight attitudes. Always know when it's in the last .5 gallon as the slightest nose down attitude will cause it to sputter as fuel pickup is in aft part of tank. On a long flight if going to land with 1 hour fuel in reserve (good weather, daytime) it's better to have it all in one tank instead of 5gallons a side sloshing around. Also 5gallons is not readable on the wing sight gauges but 10gallons is so it's another 3rd check of how much fuel is on board with the 1st being the electric gauges, 2nd bring fuel totalizer and 3rd cross check against the wing sight gauges. Sent from my iPhone using Tapatalk

I put in the XE Vision 50w about 3 years ago love it. The factory light was flat dangerous at small low light airports. Great product. Sent from my iPhone using Tapatalk

Not sure if there is one? I think they just remove it and note in log book. Could be wrong but it's easy to do. Sent from my iPhone using Tapatalk

Hey is your mooney green? Sent from my iPhone using Tapatalk

So if you dont equip for adsb, I wonder if the penalty is enforced and if so what it is. I most likely will try to slide by running a adsb portable non-certified box that is if trump doesn't kill it all together. Sent from my iPhone using Tapatalk

Hey now....a diesel car is awesome to drive, I got 340k behind one. The torque is exactly where it's needed creating a driving experience that feels right. Now they ain't going to set any 0-60 records and the fuel does stink and really pisses me off when the pump drips one drop on my dress shoes and it smells all day, hey, but they ain't all bad. Sent from my iPhone using Tapatalk

Anything would be better than the crap we're flying behind now. All that stands between us and a good gas engine that runs on 87 10% ethanol is liquid cooled heads and a couple tank mounted fuel pumps. Diesel is cool and simple but a bit hard on propellers, but a solid option. Sent from my iPhone using Tapatalk

Good catch. On items like this I believe Mike Busch advise to only change the offending part and no others due to the higher risk of infancy failure of new parts. Sent from my iPhone using Tapatalk