BigTex

I want to see the "before" picture. By looking at the ground around that plane, it must of taken some time to find it under all the foliage.

I hate to say it but that instrument panel looks dated... Too bad they can't Install the M10 panel and interior in the plane to give it a nice facelift.

Why is it that some folks just like to give that big pot a good swirl and then get out of the way and see what happens!

Luke, It sounds like the same issue that was discussed a few time in the last couple of months... Here's the latest thread. http://mooneyspace.com/topic/13946-trouble-shooting-a-low-voltage/?hl=voltage

Go figure... In all honestly, my plane picked me if that makes any sense. I could of just as easily ended up with and E/F/J if the right one came along.

That's about what I paid for my boost pump after getting my core back...

I'm fine arriving a few minutes after the E would land for a given leg... If you need to be there at a given time, leave 10 minutes earlier. For me, it's not a big deal. Not sure if you plan on keeping your plane a long time but if you need to perform an overhaul, you'll find that the O-360 is several thousand cheaper than the IO-360. I personally think it's a more bulletproof engine. Also, if you go with the manual gear, maintenance is super simple.

I was on a tour last week of Fort Worth Center and that exact question came up. All the Center controllers in attendance said that their preference would be for everyone to file separate flight plans for each leg.

It's Christmas... Any thoughts on what little Timmy should get for Christmas?

I did... And I failed it! As God as my witnesses I thought you were to use your full N# when operating around non-towered airports... You learn something every day.

I had my front seal go out and it showed up as oil dripping off my mags... Might be something like that.

I have a STEC50... I can't remember, does it go to 1/2 standard rate in Approach mode?

Bridges of Madison County... Really??? Need to turn in you Man Card! GIve me "Hearbreak Ridge."

Cool picture! I always love it when I look down and see the planes shadow.

This may be harsh but if you have to really struggle to come up with the funds to purchase a plane (any plane) you're setting yourself up for failure. Look into other options. What happens is that you end up spending all you have saved to purchase the plane. Then something breaks and you don't have the funds to fix it... so you defer the maintenance and figure you'll get it fixed at the next annual. Then something else breaks... maybe comm 2. You defer that. Next thing you know you have a squawk list a mile long going into your first annual. In the annual the IA finds some expensive airworthy issues that need to be addressed making your annual north of $5000 (which you only budgeted half that). So you stop the annual until you can save up some money. Three years later the plane is still setting... then you decide to put it on the market and you're shocked that you can't get but half what you spent for it.... The moral to this story is make sure you have the disposable funds to pay for some major repairs without taking food off the table. There's many ways to exercise your flight privileges... Owning an aircraft is only one of many. Check into partnerships, flying clubs and of course renting.

I actually did the King and was underwhelmed with it... For me it was way too dated. It might be okay for an IFR written prep but for me, I was looking for a comprehensive IFR Ground School course. I ended up purchasing the Jeppesen IFR online course and I found it to be head and shoulders above anything else I used and believe me, I purchased almost all of them! If I was looking for something to just pass the written, I'd go with Gleim but if you want something that goes well beyound what you need to know for the FAA test, you can't beat the Jeppesen online course. Of course, it's not cheap... Basically you get what you pay for... My two cents.

You get used to her... She actually grew on me as the lessons went on... John's the one that had a hard time listening too.

Mine did that and it turned out to be the panel switch for the alternator. In my case it mainly did it when the landing light was on and the engine was at low RPM.

Did you build in the peek-hole?

This is also how I do it.... Mixture full rich, boost pump on until I have max fuel pressure (~5 psi), two pumps of the throttle and start the engine. Always Starts within one turn. Then lean to around 2 GPH. On really cold days, you might have to pump the throttle a couple of more times.

I use Gary Haltom for all my unscheduled work. He's also based at KDTO. Let me know if you'd like his contact info.

That's true but the minimum that everyone should but in their signature line or profile is home airport, aircraft type and first name. That all pretty safe stuff ad will provide context you your posts.

Don, Here's what I have on Cholesterol medications... Cholesterol / Lipid Management - Most medications used in the treatment of hyperlipidemia or the management of cholesterol are approved by the FAA. Some of the medications, such as Caduet, Lescol (Fluvastatin) & Colestid (Colestipol), require detailed favorable documentation. This includes but may not be limited to: Caduet (Amlodipine Besylate + Atorvastatin Calcium) Colestid (Colestipol) Crestor (Rosuvastatin Calcium) Lescol (Fluvastatin) Lipitor (Atorvastatin) Lopid (Gemfibrozil) Mevacor (Lovastatin) Niacin (Nicotinic Acid) Pravachol (Pravastatin) Precose (Acarbose) Questran,Cholestyramine, Locholest, Prevalite (Cholestyramine Resin) Tricor (Fenofibrate) Vytorin (Ezetimibe / Simvastatin) WelChol (Colesevelam Hydrochloride) Zetia (Ezetimibe) Zocor (Simvastatin) Here's a link: http://www.leftseat.com/medcat1.htm

Here's a link over on Beechtalk that goes into great detail on turning this feature on... http://www.beechtalk.com/forums/viewtopic.php?f=21&t=84184&start=0

That's my understanding as well... My avionics shop side they had to order a card form Garmin with the latest version (5.20) before he could do the update.