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from reading on the web it looks like ... The web articles say ... So I wonder what will happen if ... Worth a try... Bodi

Quote: jetdriven The fuuel you heard boiling in the lines after shutdown went into the cylinders. If you leave the throttle set to 1000 rpm and touch nothing, and crank it will start in 15-20 blades. It often does take the boost pump to maintain stable fuel pressure so it will run smooth. Briedly running up to 1500 rpm helps to flush the heat out of the cowl.

Quote: Hank Rob-- They are mostly on turbo birds that need to come down a long ways. Helpful on slam-dunk approaches and when flying out west, clearing terrain and dropping into the valley to land. Some E, F & J planes also have them. You and I don't need them, although my last flight they'd have been nice--ATC wouldn't accept my IFR cancellation due to an airliner inbound from the south to land on 30, and I was flying 120 several miles to the north to come around and land on 26 at our uncontrolled field. Kept me at 4000 until just a mile or two out, there's just no coming down to pattern of 1600 that fast without them, and maybe not even with them. One 360 a couple miles north of the field, then a crossover and I had it. Look at the bright side--it's one less system to maintain.

Quote: bd32322 for my first ever hot start in my mooney (30-minute fuel stop- 90F ambient) I primed for 1 second because I heard that helps to get rid of vapors in the lines. Then I had a bear of a time starting the damng thing. Ever since I have had much better luck with not priming at all, mixture back all the way, crank and feed the mixture in

Quote: Mcxmike Two days ago, the left speedbrake deployed about 1/3 of the way up and started “fluttering”. But it retracted OK. Then it did the same thing but after a couple minutes, would not deploy at all. Has anyone experienced this or know what the problem is? I drive a rocket conversion and sort of rely on them .

Quote: stevecampbell The other day after getting gas in our '78 J, I restarted (hot start) and had to give it a little prime to start ( I used 3 seconds). It started right up, but the rpm was surging from 1000-1500. After a taxi back and a 2000 RPM "run-up" with the boost on, the surging progressively calmed down. I sent an e-mail to the other owners and they thought that my priming may have caused the surging, until it happed to another one of the guys (he did not prime at all) a few days ago. My best guess it that is may be some fuel vaporization in the line and that it's not all cleared out unless you run the boost pump for a while before starting? I could also hear what sounded like some very quiet and intermittant sizzeling as I was pushing the plane back by hand...fuel re-vaporizing in the lines? Does anyone have any ideas as to the cause of this or has seen it before? Steve

Quote: KSMooniac Avidyne is reportedly working on Mooneys very soon, and I think we should all give them a serious look as they are the only company innovating in this arena right now. Since Cobham gobbled up STEC, their prices have gone up, policies have gotten very bad, and service even worse. I wouldn't consider them now except as a last resort.

Quote: jetdriven True, but then that implies that those with the McCauley 3 blade prop have MORE ramp appeal and can climb FASTER than fine while still achieving the same cruise speed and without the recurring gov/hub AD. Of course we are giving up the equivalent of ~2 gallons of fuel in useful load, but can make up for that with improved engine management.

Quote: allsmiles I agree and echo these remarks! Personally, I find this notion of bolting on three blades somehow adds ramp appeal ridiculous. The Mooney, by definition, has ramp appeal! And as far as climb, it climbs just fine!

Have any considered the Avidyne DFC90 digital AP? I’ve got an STEC 60-2 and recently installed an ASPEN EFD 1000-pro. At this current point in time if my AP went belly up or needed expensive repair, I’d consider the DFC90 due to the digital integration with the ASPEN. If one thinks they might also, at some point, move to replacing the six-pack with an EFD might want to consider the best AP for integration with any future upgrades.

Quote: gregwatts My experience was with a C model. Climbed better and then slowed down in cruise. I had a noticeable increase in vibration. At the time I was told that 3 blade props were cheaper than 2 blade because the jigs were set up for 3 and required a change if I wanted a 2 blade. I disliked the results of the 3 blade so much I sold the plane.

Quote: SkyPilot Has anybody switched from a 3 blade prop to a 2 blade prop? Any speed increase noted?

Quote: Vref kpc, I found it a real engineering/ certification achievement. The reason for this, we are not talking downloading a flight plan from the box but actually uploading a FPL over another interface. To my knowledge no box I know off has accomplished this with the Garmins....(maybe I am wrong..?). From engineering point of view it shouldn't be that difficult to pump or build the FPL using the internal JEPP data base, however from certification point of view..... Hopefully this is a breaktrough for other products. I am wondering how Aspen is going to deal with this (connected panel) If garmin is smart that would develop some added value interfaces to there exisitng GNS equipment installed. I hardly can believe that with the current market saturation of GNS's they will sell the same number of GTN's .....luc

Quote: jetdriven do you have an idea what brand or model it is? I have seen one other and I would like one.

As others have indicated pushing and pulling on the prop is not recommended. However, why would one need to pull, the standard tow bar should be sufficient on pavement. As others have indicated while cornering and pulling with the tow bar simply place one hand (no force) on the prop near the spinner to stabilize yourself. If on grass or mud you might need help. If I have passengers, I always have them help push the plane back in the hanger while I simply steer with the tow bar. If by myself I do start pushing the plane back into the hanger by applying equal force to the tow bar and prop just outside the spinner. Other(s) have indicated pushing on the cowl. In my opinion that is a potentially much worse option. Think of how relatively fragile the cowl connection is to the frame/airplane structure etc. and how easily one could push it out of proper alignment thus causing rubbing on the spinner bulkhead in flight and then bulkhead or spinner cracking. If you’ve had a bulkhead or spinner crack you know how sensitive they are to proper balance. As allsmiles indicated, I have seen mechanics (& at a MSC) pulling a plane in to the shop by the prop. I even saw one lean his arm elbow on my spinner and immediately asked him not to do this. This was a MSC where after a new engine (factory reman) install we went through 2-3 spinners until finding the minor washer adjustment needed to stop the cracking. So I really couldn’t believe someone in a MSC would lean on a Mooney spinner. Kind of makes you wonder what happens when you aren’t there to observe. My rule is don’t push or pull unless there are no options and then only push if on relatively level pavement and very light force near the prop root. At other airports, if an option, I always opt for parking where I can pull into place with the tow bar versus where I might need to push back. But never ever push on the spinner or cowl or anything that might translate force to the spinner bulkhead.

Quote: jetdriven Where did you get the RPMx1 guage?

Quote: fantom My bank account can't handle this....please stop posting pictures ;-)