Bob_Belville

Yeah, the German company's add on was the reason I asked Aspen about that feature at SnF a couple of years ago. They suggested I wait for their version... You would swap out your STEC 60-2 for the Avidyne?

You don't miss what you've never had. For climb and descent I simply trim the pitch to an airspeed: initially Vy, usually 120+ kts for en route climb, and Vne minus ~5 kts for en route descent. The rate of descent is controlled by throttle if necessary. (Assuming not in moderate turbulence, ATC cooperation, etc..) I find the pitch trim is quite capable of holding IAS. Pre-select altitude and GL lock features would be nice but not having them is does not create a major workload. FWIW, Aspen told us a couple of years ago that they were going to offer altitude pre-select using their present altitude alert feature but I have not heard anything recently. ISTM, for my current A/P all the Aspen could do would be to engage ALTHLD as the selected altitude is reached so pitch trim would be up to the pilot and the pitch transition might be abrupt if you're attention is elsewhere. (My A/P does alert the pilot that trim is needed.) OTOH, abrupt would be better than overshooting.

I have an STEC50. It is very capable. In the plan view I suppose it does everything that Marauder's STEC60-2 does. But it has only altitude hold but otherwise does not manage vertical. No altitude pre-select, no rate of climb/descent or speed lock on, no glide slope lock. GPSS is pretty special. With a compatible A/P in hdg mode it will follow a GPS flight plan from take off to landing. My Aspen/GTN750/STEC50 combo will fly procedure turns, automatically switch to localizer from GPS and fly the published missed approach including a charted hold.

Ross, the Persian rug in the hanger is a nice touch. https://www.pinterest.com/pin/540432024010254140/

Mimi, bring it to AGL Aviation here @ MRN. Fine Mooney mechanic with an application in to be a MSC. I'll give you a ride home. and pick you up. Or you can stay here a few days and do it owner assist. Bring you clamming clothes.

Mine is mounted pilot side at the top of the firewall on the cabin side. But since I have a 201 windshield and the avionics assess cowl panels are gone the fill fitting and overflow tube are plumbed through to the engine side of the firewall. The top cowl has to be off to top it off.

I have a really smart, experienced, and conscientious A&P. He is much sharper than I am about planes and I consult with him all the time. But... it's my butt that takes this bird up in the air and nobody is perfect. A second set of eyes has to be a good thing. I am not seeking to save money or to cut corners, but the more I do the more confident I am about the machine I'm riding over mountains and in the soup. Not everyone is mechanically inclined and not everyone who flies has time to learn to do owner permitted maintenance. I am not judging how those folks address the care of their plane. The owner is responsible that the plane is airworthy even if she delegates the hands-on work to others.

I don't think I understand what that is? To the aluminum?

OTOH, I like to change my own oil. While the old oil is draining I take advantage of having the cowl off to do a thorough inspection. The valve cover screws usually need a quarter turn tightening, SCAT hoses, wires may be rubbing, clamps may be loose, I top off the hydraulic reservoir, baffle seals get tweaked... I step back and ask "what's wrong with this picture?"

Three hours should include a flight before the change to warm oil and a flight after change to check for leaks.

I do my own now but as I recall it was not much over $100 including the oil and filter when I was letting Lynn do it. I don't know the flat rate but I'd say less than an hour for everything. I cut the filter and collect and package sample for Blackstone Labs. (It takes me about 10 minutes to r&r cowling.)

There's a parameter adjust for either the Aspen or JPI or both. I think I change the JPI after comparing all 3 in the hanger. Then I removed the one in the pilot window and plugged the hole with silicone caulk. Picked up 3-4 kts.

Mine is on the left side of the fuselage, below the rear window, sticking out, causing drag. It must be costing me 3-4 kts. (EDM 930 but that wouldn't matter.)

Hum, N2482W is supposed to be 1967 Schweizer glider. http://flightaware.com/resources/registration/N2482W

Thanks! (A prior owner added those 66#s but I approve of all 4 upgrades.) You do have a legal 165# extra useful load.

So, if I get the picture, with # 3 @ 20LOP the others will be closer to peak which will raise their relative CHT compared to #3 and makes the CHT difference tighter.

Hum, 1675.5 That's with one piece belly (10), bladders (30), speed brakes (9) STEC A/P & Trim (14) = ~ 63# So everything else, additional avionics, lighter starter, alternator, offset.

It is not easy to find consistent info. This site indicates that all M20Fs, were 1640 empty and M20E (Super 21) were 1575 empty, but later M20E (Chaparrel) were 1600. (My 1966 E left the factory @ 1611# including at lease 20# of radios.) http://www.pilotfriend.com/aircraft performance/Mooney/41.htm

Ross, what does your GAMI spread usually look like? Can your EDM show you the LOP delta for all 4 cyls? In other words, is your "18-20 LOP" the leanest, richest, or an in between Cyl?

Nope. I have a 201 style cowl and baffles. But I do have vintage cowl flaps which are smaller than 201. http://mooneyspace.com/gallery/image/33685-replace-engine-baffle-seals/ http://mooneyspace.com/gallery/image/36717-led-lights-wide-angle-to-taxi-spot-for-landing/

Bob Kromer told us last weekend that they (Mooney Test Pilots) found that cruising with cowl flaps partially open was actually faster than closed. He further suggested rigging the cowl flaps to be 1" open when in the closed position, the exit cross section is just not adequate. I can imagine that there will be less pressure on the baffle seals with cowl flaps open. Faster, cooler... what's not to like? (I know his comments apply to "vintage" and confirm my own experience, I'm not positive about Js which have better balanced cooling.

+1. I'm retired and I chose a completely modded out '66E in Feb. 2012. Added an IFR panel w GPSS, weather/traffic Nov. 2012. Our NC to MA/ME flights are 2 legs, under 3 hours each, usually LNS to stretch, potty, fuel. Cruise 150 kt plus on under 10 gph. Empty weight is 1675 so we can take anything we can fit in the plane. Manual gear, simple and relatively cheap to maintain - owner assist annuals under 1 AMU. I might treat the old girl to a spiffier paint job to celebrate her 50th year.

My prop always stops @ 10/4 (as viewed from in front). I've forgotten what the reason is...

Great, I can run there (except CHTs will be a little higher but acceptable) if I'm in a hurry or if I'm taking a panel pic for Marauder. My old RAM air is worth 1". I do have PowerFlow exhaust) I was @ 22" MAP @ 9000 PA, 9300 GPS altitude, didn't calculate DA. You're doing 160kts+, TAS?