nels

The hassle wouldn't both me in the least if the noise reduction was significant.

I've always wondered how a set of Halos would work if you added a good set of non ANR headsets over the top. Anybody try this?

Original io360 engine. I have champion fine wires on the bottom now. Maybe, from what you are saying, I should put the fines on top and hotter extended BY's on the bottom. What does the BY stand for?

You have fine wires top and bottom? Did you notice any improvement directly pointing to the plug change?

I could probably lean further and should, I guess. I'm usually ok unless I end up taxiing all the way around the airport to catch the opposite runway. It is fuel fouling and top plugs were all clean and dry with the exception of #2. I do have Champion fine wires on the bottoms of the cylinders. I would have pulled those but a lot of extra work.

I'm thinking about buying a set of fine wires for my 1978 J. Number 2 cylinder seems to fowl after taxiing around the airport and is sometimes hard to get cleared prior to take off. Looking at the plug it is just wet. I switched it with the best one from another cylinder and I am suspecting the fouled cylinder will follow the fouled plug. Also, like most injected Mooneys, I am always concerned with hot starts. So my question is: has anybody just switched to fine wire plugs, doing nothing else to confuse the issue, and noticed a significant improvement in plug fouling and hot start capability? And which fine wire plug is recommended and what plug number?

Good sleuthing. I think you had it pretty well thought out from the get go. It will be interesting to see your exhaust temperatures in flight.

It was nice seeing this post. You remind me of me about five years ago. I hadn't flown a airplane for 35 years and the plane back then was a Cessna 150. I always wanted a Mooney back then but they were way out of my budget. Hell, $10/hr wet was more than I could afford at the time. My cousin, a rotary wing owner, fanned that little 35 yr old spark of desire until there was a flame. I really thought I was too old to take up flying again but I did and I bought an E model. It was not easy to get back in the groove and I guess I'm still not there but getting more and more comfortable. I sold the E to a fellow who is now a good friend and I bought a J. I think the transition from a 150 to the E was difficult but not a bad way to go as the E is pretty basic with mechanical gear and hydraulic flaps which all seemed to add to the awareness of the complex plane. I would think buying a C or E is a pretty good way to go for your first step. If you like the Mooney and need a little more speed or cabin room you could go up to the J. I went to the J only because I could. There really isn't that much difference between them. The E or C is more of a sports car than the J if that makes any difference to you. I would think a turbo is maybe over the top for a low time pilot that hasn't flown in a long time. The C or E is about half the price of a J and would qualify as a great trainer for you and might fill the bill on what you are looking for. Sorry for the rambling.

That might be grey area? There is no alteration or modification of the airframe necessary.

Good thought.

As for the inertia reels, I think they are a good idea at least for me. I adjust my seat pretty close to the panel n order to easily reach the brakes. I've often thought in the event of an off field landing I would probably adjust the seat rearward as much as possible at the last moment and that last moment probably wouldn't give me ample time to readjust the shoulder belt. The real type would automatically take up the slack when I moved back.

Are you sure about the owner not being allowed to install shoulder belts himself? I think you are allowed to improve the safety of your plane as you see fit as long as you don't undue what is original equipment. If your plane only has lap belts it would be pure nonsense to not allow a pilot to also Install a shoulder belt by himself if he deemed it a better move at $50 than not doing it at a price tag he cannot afford. It is over and above what is original equipment in the plane. For instance, do you think the FAA would be upset if you put some makeshift padding on the edge of your glareshield for additional protection? I know you aren't allowed to drill or physically modify the airframe but the shoulder strap mount is or could be nothing more than a steel 3/4 inch diameter strap that wraps around the tubing with a hole drilled in the end of the strap to mount the shoulder belt.

60% of the cost doesn't surprise me. It actually sounds about right for a new model plane that sells at a less than meager rate during a production start up. If they sell two planes in a year for $600k each and the insurance that year was 720k that would be 60%. If they sell more planes per year then that 60% number would drop. Just a practical thought....maybe.

Anybody know how many new Mooneys have been built and how many have been sold? I wonder if the new ones are significantly quieter inside. That would be the most significant improvement I could imagine in a new small airplane of any make.

I agree on questioning a tear down, especially for the sudden stoppage. There was no sudden stoppage unless the blade hit something. I would be looking for a possible crack in the front journal area but that is a laymans thoughts.

100LL at Signature kluk Lunken is $6.84/gal. Greater Cincinnati CVG is $5.96. CVG I can almost understand but Kluk Lunken....come on!

Just wondering how long some of you have gone without flying your plane and when does your confidence start to slip away after not flying for awhile. It was fall the last time I flew. Probably four maybe five months ago. I guess I'm a little nervous to jump in it and go. Anybody else get a little squeamish after being away from it for awhile?

Corrosion is a good possibility. I looked at a G model in southern Louisiana a few years ago. It hadn't been flown in five or six years and was tied down outside. It had so much corrosion that several of the inspection plates on the bottom of the gas tanks had corroded so bad at the fasteners that they were actually lying on the ground under the wing. This plane really enlightened me on the potential effects of corrosion n damp climates.

Man, I don't blame you. I'm having the same problem deciding weather or not to jump into that pit. One thing you better not forget to do is increase the insurance value of your plane to reflect the investment. If not and you have a gear up or what ever, they will not compensate you for the new radios, the will just own them.

Thanks Gus, I guessed I missed the other thread. I think I'll order one today. CO does concern me and it's nice to be able to monitor what's normal and be able to notice an increasing trend.

what is the cost of these detectors? Sounds like a good thing to have. I put a color change detector on my dash that is good for a year but honestly don't look at it too often.

No offense to anyone but that is funny!!

Question on dialing the crank flange. Do yo check it at the face of the flange or at the OD of the flange??

Personally, I would practice a lot with your Mooney before doing any cross wind landings over three or four knots. I'm a lower time pilot and I'm getting pretty good with moderate cross winds but I also have the benefit of a runway that is 100 ft wide. What's your hurry?

So, did anyone on the forum buy N6XM??