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Bob_Belville

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Everything posted by Bob_Belville

  1. Jesse, you're probably looking for a 40-50+ year old plane. At this point there are no 2 that are exactly alike so you'll want to find the one with as much going for it as possible. Many Mooneys have been upgraded, some have had more spent on them that the airframe is worth. Finding a 2 axis autopilot, some modern avionics, a corrosion free airframe, etc will save you money vs fixing or adding. You will probably find a C at a lower entry cost but I would not close my mind to an E or F. The E was first built over 50 years ago, the first Fs are almost 50. These IO360 (200 hp) models fly pretty much like a C. Maintenance/insurance is not that different, If you pay a few AMU more for one of these you will probably get it back on resale and you'll enjoy somewhat better performance every time you take it up. I suppose the typical E/F has been treated to more 201 upgrades. Have fun kicking tires, I suspect you'll know the one when you find it. Flight Level Aviation KOWD is supposed to be a MSC. My daughter (lives in Acton) has a friend who has a maintenance shop in Orange KORE http://www.aerocareinc.com/who knows Mooneys. Might be worth a call, might know about unlisted planes, might be a PPI resource. Should be friendlier to personal aviation than Norwood.
  2. I disagree that the tach and manifold pressure ought to be more in the normal scan than adf or EGT. When it was installed the ADF was a critical part of non-precision approaches. And you need to be watching the EGT while leaning the engine. The MAP and Tach on the other hand only are of interest a couple of times per flight and are not likely to need constant attention. The vacuum gauge ought to be in you scan... it reports boring information until it gets exciting.
  3. The pilot panel has the required 6 pack (count Aspen as 2) plus StormScope and Stec. None of these should go to the copilot side. The GTN 750 and the Audio Panel take up the center stack so the JPI EDM 930 joins the #2 NavCom and the Xponder above the co-pilot yoke. IMNSHO, perfect. http://mooneyspace.com/gallery/image/33692-new-panel-dec-2012/ http://mooneyspace.com/gallery/image/34476-panel-943rw-20130807/
  4. I have 2.0 hours in my log book of PA24-400 time from 1979. My A&P/IA owned one. 100/130 was (under?) $2.
  5. Got a pic, Bill? http://mooneyspace.com/gallery/image/34635-20131001-n943rw-over-jfk-traffic/
  6. 12 o'clock? 1/2 mile? No joy! Get that ADS-B In!
  7. My mid sixties M20E was treated to a JPI EDM 930 a couple of years ago. Replaced tach, MAP, fuel gauges, and more. http://mooneyspace.com/gallery/image/34634-20131001-lop-at-11000-feet/ http://mooneyspace.com/gallery/image/33698-new-jpi-edm-930-2013-01-11-gets-oil-and-fuel-lines-out-of-the-cabin/
  8. I note from your gallery that you have a mixture control with verier, if you are following the JPI LF you are gradually, steadily, backing out the mixture. My guess is your technique is not the problem but if Ross's shoe fits...
  9. at 1.0 gpm gami spread I would say you'll need to work on balancing the injectors closer in order to run efficiently. From what we've read here often IO-360 should be more like 0.2 gph spread. There could be several causes and solutions.
  10. Shadrach, I haven't flown since the brief calibration flight. I'll post a pirep asap. I think it's going to be great.
  11. I've only flown once since installing my CYA100 but the installation was straight forward and the display is so narrow it can be fit almost anywhere in the panel. I located the sensor in the right wing, "symmetric" to the pitot. I added a dedicated 1A CB to the CB array and wired the alarm to the pilot headset jack with an in line 10000(?) ohm resistor. There's a couple of pics in my gallery. http://mooneyspace.com/gallery/image/36505-img-20150210-1501196061/
  12. I might be able to lean that far but power and speed drops off pretty steeply that far lean of peak. I think Jetdriven has quantified and optimized the best point on the curve for economy.
  13. Bob_Belville

    CYA AOA

  14. I talked to the GAMI folks at SunNFun a couple of year ago. They were very helpful and suggested that our IO360 usually does not need GAMI injectors. My JPI 930 confirms that assessment, My spread is usually 0.2 gph or less. I download and check data with EZTrends2 after every cross country flight. (I also load to Savvy's site, that software has some nice features but the LF function of EZT is slick.)
  15. With our Aspen providing wind direction I flew on that heading and on the reciprocal heading while holding altitude level and averaged the GPS GS. (It turned out that my TAS calculated from the ASI was very close, within margin of error.) The only other factor might be a downdraft or updraft, e.g. as mountain wave.
  16. That's exactly what the OP knob does. When you line the ALT up to the OAT the TAS lines up with the IAS. In my case the TAS is knots, on the outer scale. It only shows in the 40 kt arc that includes normal cruise speeds.
  17. I redid the interior of my almost-fifty-year-old plane. If a few cases I had to go up a size on the trim screws where holes were wallowed out.
  18. Blind rivets? Should be no problem drilling one out. Mine are all Phillips, you can go back with screws. What ever looks good. https://www.google.com/search?newwindow=1&biw=1025&bih=504&tbm=isch&q=blind+rivet+nut&revid=823532300&sa=X&ei=28kQVanACa-OsQTt9YLQBA&ved=0CCIQ1QIoAQ#imgdii=_&imgrc=LCQWmK-eaQ_9LM%253A%3BUVkp0gJ9pDzfyM%3Bhttp%253A%252F%252Fimg.diytrade.com%252Fcdimg%252F1037461%252F11306302%252F0%252F1259824900%252FBLIND_RIVET_NUT.jpg%3Bhttp%253A%252F%252Fblind.china-direct-buy.com%252Fv%252F4%252Fproduct_detail%252F6218673%252FBLIND_RIVET_NUT.html%3B1024%3B1024
  19. Look like stripped Phillips to me. http://www.amazon.com/IIT-90050-Screw-Extractor-5-Piece/dp/B001TLIJU2/ref=sr_1_9?ie=UTF8&qid=1427160391&sr=8-9&keywords=stripped+screw+extractor Or Lowes, Walmart, Harbor Freight....
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