Bob_Belville

I had to have my WX900 overhauled 9/2012. $1199. which might have been a flat rate. As I recall it needed a display and another component or 2.

I've had XM and NexRad weather on a Garmin GTN 750 for 4 years. If I had to choose I'd give up that weather before I'd give up a SS.

Ben, there are several threads here on SSs and weather flying. I'm probably one of the stronger proponents for Stormscopes here but I'm certainly not the only one who has a lot of experience flying around storms and feel the real time stormscope info is much more helpful than time delay NexRad or XM. I have flown through a lot of NexRad colors in smooth air. I would never get near a fresh concentration of SS dots. I regularly fly between NC and MA, NH, ME. I assure you that there are plenty of thunderstorms in your area. If you buy that plane, get the SS fixed. You'll thank me later.

Everybody needs a Stormscope.

Really nice looking 201. I see a Stormscope in the panel not listed in the description. Be sure it is working, if not it's probably $1000 to overhaul. OTOH, you'll probably want to add ADS-B to get 2020 compliant and to enjoy weather and traffic.

In my experience log book entries routinely only reflect what was done, not why. Reading between the lines in consultation with an experienced A&P is only prudent.

Paul, JPI provided me with a snubber valve that fixed the fluctuating MAP problem several years ago. Chasing a different problem (OP, as I recall) I shipped them the unit and the transducers. While they had the unit they updated the firmware which was nice in that the new ver. allowed flipping the RPM & MAP displays. Do you know if they have to have the unit to update firmware?

I asked Blackstone whether the higher than average readings for those elements were due to Cam Guard and they confirmed that that is their experience. I suppose skunk oil peddlers do not publish their recipe. Kinda like grandma's red velvet cake.

I run IO360 with AS W100 (AD) and Camguard. Zinc in Blackstone oil analysis is only 3 ppm. (Camguard does increase analysis for calcium and phosphorus.)

My gear alert and AOA are wired through the audio panel and the stall is a Sonalert mounted in the glareshield.

I just bought 2 mains, tires and tubes. Condor tires, Michelin Airstop tubes. 6.00 x 6 x 6 ply ~$350. from Aircraft Spruce.

I remember another little project I took on in the first year owning my E. There are oil return lines, perhaps 3-4" long with hose clamps. Look up under the headers with a flashlight to see if they're all secure and not leaking oil. Again, consult your A&P for what you are allowed to do and what he will sign off on if you are not one.

Many here will confirm that "excess" oil increases the amount that exits through the breather hose and lube the gear doors, cowl flaps, and the belly.. Excess for some is over 7 qts,, others don't want much more than 6 qts feeling more than that just gets blown out. But there are other sources of a little oil which is all it takes to make a mess. Changing the oil filter is good for some. The plastic filler tube easily get loose and weeps a little oil where it goes into the case. Take it off, clean it and put DC-4 on the washer and torque it pretty tight before your safety wire it. always consult manual and consult with your A&P if you want to do it yourself.

If you have a model that has four circular ceiling vents the knobs in the center of those vents should turn only 90 deg to open and close the shutters in each vent. There is a heavier knob on the center line of the ceiling that operates the exterior scoop. It probably turns about 270 deg stop to stop. The connecting mechanism between the knob and the scoop is similar to a lawn mower throttle cable with a solid cable (0.050"? - check your parts manual) inside a sheath. If the knob won't turn and scoop can't be lifted you'll have to take the ceiling down and find the problem. After 50 years things get stuck. It's a very simple mechanism but it will take several hours to r&r. Before tearing it apart, put some pliers on the knob - you might be able to free it up. I think I lubed with graphite but verify that with your A&P or maintenance manual. (You'll get more precise advice if you provide the model and year of your Mooney. Your name and location are nice to have as well. You'll find this community very helpful as well as patient. Most of us anyway.)

David had his test bed plane @ KOSH and several of us met him in the Vintage parking area to inspect and take pics. It's really impressive. Since I've not spent much on my old E, I hope to be one of the first Es when he's ready.

Have you verified O&Ns numbers for your installation? When they calibrated my rebuilt fuel senders while installing the JPI 930 Twin Lakes Avionics told me they could get no more than 26 gal on either side.

I have current charts and approach plates on 3 devices: GTN 750, GPS 696, Android tablet w GPilot. Garmin's new package pricing is a great improvement.

I guess you mean 26 gallons since you were only working on one tank...

Kidding aside, how many folks get hurt and planes get bent due to fuel exhaustion vs. over gross takeoffs? Just asking. Flame away.

I'll rephrase that for the record "I'd rather hear about someone taking off 60# over gross than hear she ran out of fuel with the plane comfortably inside the W&B envelope."

Truth telling has its risks.

I'm sure you know there's a K factor you can change to make the FF very accurate. That reminds me of my mother, dead 45 years now, who set her clocks 10 minutes fast and then would tell herself she had 10 minutes 'cause the clock was fast. She'd still be late. My recollection is that over the years the clock got moved up and up until it was 30 minutes fast.

I'd sure rather take off 60# over gross than leave 10 gallons out on a nominal 3 hour flight.

As I've stated elsewhere, I doubt I've ever landed with less than 10 gallons on board since. A "licence to learn" implies we actually learn something from our screw ups.

That's tops my dubious record of putting 50.2 in a 52 usable rental Mooney G.