larryb

Lets see. The prop handles 200hp or more and pulls the plane through the air at 150kt or more. And I'm going to hurt it by pushing, on the thickest part, with maybe 100 lb force max??? I really don't think so.

Aviation always has been expensive, and always will be. Sure, I wish things were cheaper. I don't believe it's the economy that's holding GA back. I fly frequently to Truckee, CA. Charter jets come and go frequently. Lots of people have enough money to fly their own Mooney if they wanted to. Lots of boats on Lake Tahoe, or your own local marina, cost more than a Mooney. Lots of RV's on the highway cost more than a Mooney. And those RV's get much worse mileage Lots of people pay more on their kitchen remodel with granite and stainless appliances than a Mooney costs. One year tuition at a private gradeschool costs as much as I pay to own and operate my aircraft for that same year. I believe there are two main causes: Safety and difficulty of getting your license. On the safety front, as a society we are much more risk-averse than in the past. Think about your airbags, anti-lock brakes, and traction control in your car. Think about bicycle helmet safety laws. Now think about how every small plane crash makes the news. Public perception is that small planes are very dangerous. On the PPL. You can go buy your yacht, RV, and fancy car, get in and go. No training required. But the airplane, that requires lots of training and time. People don't want to take the time. It is a big barrier.

True. I just mentioned it is not in the type certificate. 91.205 has the rest of the required equipment. So my thinking is that it is the combination of the type certificate + 91.205 = required equipment for your plane. Much of what is listed in 91.205 is not included in the type certificate. I suppose that if the POH has a list it must be adhered to as well. I can't check my POH right now since it's in the plane. But if the POH doesn't have a list, then you are left with the type certificate + 91.205. Regarding the clock, would the clock display in my GTN650 meet the requirement? My reading indicates it would. (6) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.

I thought all required equipment was listed in the type certificate? I just checked, I see no mention of egt/oat/clock/ammeter in the type certificate. I also don't see any gauges listed. No fuel pressure or oil pressure, or even fuel quantity. The only warning systems listed are stall and gear. I'm not sure what to make of this. Larry mooney_FAA_type_certificate.pdf

6 to 7 hours per quart, io360. 900 smoh unknown builder.

I had mine surface mounted. Between the cost of the flush kit and the extra hours involved, it'd be probably $1200 delta to get it flush mounted. I think the kit was $700 and then an extra 5 hours labor. After I got it back, I sort of wished I did flush mount it, but now I don't even notice. While I want things to look decent, I'd rather put my aviation $$$'s into function. Even flush mounted, it sticks out a little bit. Is it worth $1200 to recess the unit 3/8" of an inch? Larry

Cheap alkalines bought by the 40-pack at Costco for $10 work best for me. NiCads do not work well in infrequently used devices. Self-discharge is high, and capacity is low. An alkaline AA cells has 2400mah, an AA nicad has about 500mah fully charged. That means your Alkaline will last about 5x the time of a nicad. Lithium Ion is much better than nicad. Larry

Congrats on your new plane. You'll get lots of advice on hot start. I do find the "dont touch anything" method works fine. That means, set the idle for 1000 rpm, shutdown with idle cutoff. Start the plane without touching anything, then push in mixture when it starts. The one thing that I have not seen posted much is cold start. In my J, same engine, for cold start I prime with 5-10 seconds, depending on temperature, as soon as I get in the plane. Then I adjust the seat, put on seatbelt, headset, etc. Get organized. Crack the throttle about 1/4". After 30 seconds or a minute, I start the plane. This gives the fuel time to vaporize. I find the vaporization time is key. Without that, my starts are not always successful. With plenty of vaporization time, it starts in just a few blades almost always. Once I primed and left the airplane keys in the car. The vaporization time was probably 5 minutes. It started right up. Good luck. One more thing, I find I have to briskly move mixture to rich after it catches. Slowly doesn't work so well for me. Larry

johnmaher: Yes, I am interested. PM sent. Larry

Here is a pic of my panel including a docked 796.

The washers are there, although some of those are worn thin too, and will be replaced shortly. I did check a few other airplanes nearby and found a similar condition on several.

A couple of the screws that hold the spinner on are wearing through the spinner. There are no cracks or anything like that. I talked to my shop today about it, and the feeling is that I should be looking for a replacement. It's not critical today, but eventually will be. They are going to look into the cost and leadtime of a new unit. I thought I'd ask here if anybody has one for sale. Thanks, Larry

What model mooney do you have? In my J there are 3 types of fluid: Engine oil, Hydraulic fluid for brakes, and 100LL. No other fluids look like that. What sort of brake work did you have done? I'm pretty sure it's your brake fluid. Encouraging that you still have 3/4 of the resevoir left. If it were me, I'd certainly pull off the belly and have a look around. Larry

It looks like hydraulic fluid. Used in brakes, and flaps if you have a flap pump handle. In my J the resevoir is in the battery compartment. The resevoir is not that large and it looks like you lost a fair bit of fluid. I think I would want to know where it is coming from before I flew it again. Larry

I looked at buying this plane last year when it was offered for sale out of Placerville, CA. I didn't buy it, but saw it getting some work at Top Gun (Stockton, CA) a few months later. Based on this, I think the plane is likely fine, but the for-sale posting is a fraud. Larry

Would you buy medical supply components repurposed for aviation use? YES! http://www.cramerdeckermedical.com/product.php?product_id=224 with a low profile CGA-540 valve + guage option Works perfectly with my SkyOx regulator.

I had a similar intervox intercom before my panel upgrade. It did play music. There was a pin for music input on the connector. Nothing else was required. Perhaps your RCA jacks aren't really connected to the intercom?

I have a gami spread of about 0.5 gph. I peak 3,4,2,1 with 3,4 and 1,2 very close together. I swapped injectors and wound up with a 0.8 gph spread. I quickly put them back. I seems smooth enough lop although I would like a tighter spread. Io360 in an 84 j.

The bug was supposed to be fixed in 3.0. My feeling is a lot more things are changed/fixed and not mentioned in release notes. My shop changed my configuration when the gdl88 was installed, so I am no longer affected by the bug. Have you tested 3.0 for the serial bug? You can parallel up to 3 loads on a single rs232 output.

To adjust the belt: ref Lycoming s. i. 1129A Lycoming SI 1129A Accessory Drive Belt Tension 1. SLIP TORQUE METHOD: This method consists of installing a torque wrench on the pulley retaining nut and measuring the amount of torque required to make the pulley slip. Turn the torque wrench in a clockwise direction, as viewed from the pulley end, and adjust belt tension accordingly. SLIP TORQUE SLIP TORQUE BELT WIDTH.......NEW BELT........USED BELT .....3/8 Inch .....11 to 13 Ft.....Lbs. 7 to 9 Ft. Lbs. .....1/2 Inch .....13 to 15 Ft.....Lbs. 9 to 11 Ft. Lbs. If a new belt is being installed the slip torque should be checked to the used belt specification after 1 hour operation, at 25 hours, and each 100 hours thereafter. See Aircraft Manual or call Aircraft Manufacturer. NOTE: The higher torque value for the new belts is to compensate for the initial stretch of the belt that occurs as soon as it is operated. Do not use the higher torque value for a belt that has been previously used. 2. BELT TENSION METHOD: This method consists of installing a belt tension meter on the fan belt at mid point of the longest unsupported section of the belt and adjusting the alternator to obtain the specifications listed below. The following specifications are for a 3 to 1 pulley ratio with a belt wrap of 140° on the alternator pulley. TYPE................OUTPUT..BELT LOAD ALE,.................40 Amp....50 Lbs. ALH, ALT, ALZ....50 Amp....75 Lbs. ALY, ANG...........60 Amp....75 Lbs. ALU, ALX...........70 Amp....75 Lbs. The meter used for these specifications was a Borroughs Belt Tension Meter Model #BT-33-73F.

I recently put in the following: GTN 650 single Aspen Aera 796 GDL88 GTX327 transponder SL30 navcom GMA350 audio panel Here is my thinking: It just grated on me that the 750 is $5K more expensive than the 650 when the mfg costs must not be that much higher. However, now that I have traffic display, the 650 screen is getting crowded. A lot of things going on, and the larger screen would be nice. But this requires the remote txp and audio panel (if I want the 796 too) and that introduces a single point of failure that I didn't like. The 750 would be nice, but I don't think it really adds capability compared to the 650. Instead of the 750 I got the 796 panel docked. This gives me more screen, emergency battery backup, more functions, xm radio, xm weather, terrain voice callout, 500 foot voice callout, checklists, better vnav, etc. There are a lot of features on the portables that are not on the certified units. Software updates come much more frequently on the portables. I like a clean install with it in the panel vs. on the yoke. I think the combo of a certified and portable is the way to go. The GDL88 is great. I love the traffic. It seems every other flight I've made a course change based on that info alone before I saw the other aircraft. I fly in a relatively crowded airspace. I probably will cancel the xm weather now that the GDL88 is installed. I really like the Aspen too. I did not have an HSI before. It also gives you an RMI display for multiple nav indicators. I kept my original mechanical ILS indicator as a backup. GPSS from the Aspen is a great feature add too. I also figured that having the Aspen is as good as having a backup vacuum system. The one thing I bought that I don't think I really got the value for is the Aspen SV. I would pass on SV for sure if you want to economize. Larry

Or the other scenario, I often want to climb to 11,500, but ATC holds me at 4,000 and 9,000 for several minutes each due to descending airliner traffic above me. Usually I throttle back a bit and close the cowl flaps at these steps. I use the target EGT method for my climbs. How do other people manage their engine/power at these altitude steps? Larry

Problem fixed by my local avionics shop, a pin in the tray connector not making good contact. Larry

If I were buying today I'd buy the Mountain High EDS system. From everything I hear and read, it's the best. Unfortunately my plane came with a SkyOx system, so I'm using that. Come to think of it, want to buy my SkyOx system, 4 place with tote bag, 15 cuft tank? Then I can go buy the Mountain High for myself. Larry