Oscar Avalle

I had some antenna issue too and in my case the splitter had gone bad... so check the connections from the antenna to the radios. Sent from my iPhone using Tapatalk Pro

Good to know that you are OK. Plane, that is why we carry insurance...

Now that I am leaving the continental US for a while, I am selling my XM receiver, a Garmin GDL 51. it works great with Garmin Pilot. I paid 649, but I am ready to sell it for 400. It is brand new, I just used it for 2 months. http://www.aircraftspruce.com/pages/av/siriusxm/gdl51.php

Now that I am leaving the continental US for a while, I am selling my XM receiver, a Garmin GDL 51. I paid 649, but I am ready to sell it for 400. It is brand new, I just used it for 2 months. http://www.aircraftspruce.com/pages/av/siriusxm/gdl51.php

Yes you are right, just make sure that you have the Mooney one and rich version. Another aspecto to consider is that all the hoses are of the right diameter. Last but not least the fuel pump. I worked on all that and was able to get an increase in my fuel flow and a better cooling Sent from my iPhone using Tapatalk Pro

No, you can not adjust fuel flow legally on our carb...

I agree with Hank, don't worry too much. You did a nice job in keeping the temp under control.

great to be back in the air!

Yes, be very careful and get a engine analyzer. My CHTs are on the higher side and I use my JPI to manage the temps to keep them below 450 in climb.... oscar

NLanding on a well maintained grass strip is a no brained. I was very scared the first time I did it but it became a non event.

I tried both. My son goes to Tufts and I take him back to Boston or I pick him up. The ride from KBED to Cambridge is shorter and cheaper. It compensates for the more expensive fuel Sent from my iPhone using Tapatalk Pro

I would fly into KBED nice FBO and closer to Boston. Worcester is OK but farther away

The other day I was flying an approach into St Louis Lambert International. Marginal VFR (ceiling 1200 and vs 4 miles). I was given the LPV approach and asked to keep up the speed. I kept up the speed until glide slop intetercet and lowered speed to gear down speed and flaps white arch. I keep the speed at close to the maximum flaps and gear speeds and once I was over the threshold and I had the huge runway in front of me I lowered my speed and flared. After I landed I kept up my roll out speed and turned into the first available taxiway. Tower thank me for my help... So my conclusion is they know what the reasonable limits of a single engine plane are. They expect you to be proficient and show that you are trying to help. But they don't want you to do anything crazy. Generally speaking, when I enter on a downwind I do my first GUMP check midfield, that gives me time to get establish adjust trim, etc. Second GUMPS check on base on last on final. When I enter on a base or on a long final I lower the gear as soon as I reach pattern altitude (no specific reason why). On IFR approach Non precision FAF and precision Glide slop intercept.

I don't have a solution but I had a similar problem with my GDL 51. It interfered with the COM part of the 750

The gear down cable is a problem. I ordered it from Mooney and I never received it. I would call around and try to get one a savage part dealer. Call Jerry Presly for example 1 423 231 3491. Jerry is a great guy and he was able to get one for my M20C.