Bob_Belville

Anthony, I had planned to do the STEC 3100 but now nothing seems worth the trouble. Lynn wants to replace flaps which came back from paint with some twist... Sent from my iPad using Tapatalk

Speed mods as listed in OP. Heavy and slow. (900# UL, ~155 ktas at 75% but I fly LOP for economy and range... ~140 ktas @ ~8.0 gph.) Sent from my iPad using Tapatalk

Not too tough with my DME... body temperature 98.6... good to go! Sent from my iPad using Tapatalk

Add bladders...

@gsxrpilot Paul, what's the quip about the impossibility to idiot-proof any system from a sufficiently determined idiot?

Having a little MS fun on a rainy day... Renewed my Medical Certificate Third Class yesterday. Guess that means all youse guys waiting for me to turn Gypsy Rose loose will have to wait a while. N943RW, 1966 M20E, serial 929 Specs: 3315 TTAF 415 SOH Triad Auto pilot - STEC 50 w Alt Hld 415 hours on Top Prop - Hartzell Scimitar new 1/2014 Stormscope - WX-900 201 windshield 201 panel/glareshield One Piece Belly (Aero Mod Inc w runners) O&N Bladders - expanded to 64 gallons Dec 2017 speed brakes Precise Flight, manual Other mods: 1) Oil cooler relocated 2) Mooney 201 Spinner & spinner bulkhead assys 3) Dorsal Fin Fairing 4) Tail Root Fairing Horizontal 5) Wheel well liner covers 6) Wing Root Leading Edge Fairing 7) Relocated Cleveland wheel brake assys 8) Hinge cover on Aileron, Elevator, & Rudder assy 9) Aileron lower gap seals 10) Flap gap seals Additions since 2/2012: Aspen PFD 1000 SV, AOA, ADS-B, Aspen PFD 1000 to MAX GPS - GTN 750 FS 510 JPI 930 GDL 88 - ADS-B in & out -traffic, weather GPS 696 CYA100 AOA New 3/16" solar grey windows all around w door vent window Powerflow Systems Exhaust Fine wire plugs - Tempest leather interior add 10 gallons bladders (total 64 gallons) CiES digital fuel level sensors SabreCowl Imron 5 color strip, paint by Hawk, including Scheme Designers Surefly Electronic Ignition New control cables - Mixture, Prop, Throttle New starter New landing gear down lock block New Fuel Injection Servo Concorde RG 35 AXC Battery

The seller should be willing to fly the plane to a MSC for a proper PPI. AGL @ KMRN does a lot of them. Today they did one for a buyer from Philadelphia. The plane was based in GA. Clean PPI on a nice C resulted in closing sale and continuing into an annual. Normally a PPI can be done in one day. Sent from my iPad using Tapatalk

Added to calendar. D.V. We attended an AOPA weekend at TPF a few years ago. Good facilities, Uber close to town. Sent from my XT1710-02 using Tapatalk

My 930 was installed along with a new panel in 2012. I was charged 36 hours which was $2700 in 2012. (The 930 cost $5295 at the time and there was about $200 in supplies etc. Installation included r&r and calibration of the fuel senders. Not the sender overhaul cost.)

Thanks, I am neither a CFI or commercial so when I fly another plane it is pleasure or business. I assume that would include moving a friend's plane to/from a maintenance shop or to ferry someones plane, w/o compensation of course.

I suppose this would be a separate policy... or can there be provision in the owned aircraft policy? tag @Parker_Woodruff

Actually, the older models are lighter and do not have the inner gear doors introduced on Js so they do fine on grass. IMO the prop strike risk is much greater when taxing away from the runway proper. Our short coupled wheel base can result in amplified nose bobbing if the surface is uneven. We trim full nose up and hold the yoke back while studying the path ahead of the nose wheel for any dips.

My old E model has very low max speeds for gear (104 kias) and flaps (87 kias). Raising the gear has little effect on the Vx-Vy climb performance or pitch so I get gear stowed asap. (Moving the JBar does take the pilot's hand off the throttle which should be a consideration.) Vy is higher than Vfe so I have to raise the flaps when airspeed gets to about Vx or a few hundred feet.

Welcome aboard @Ricky_231! It's always nice to hear about folks who have been helped by MS even though they have not posted. @AGL Aviation, Tamara and Lynn Mace, are on MS to answer questions. They maintain lots of aircraft but I think Mooneys are their favorite. The Web Site includes info on shop rates and annual inspection costs. https://aglaviation.com/agl-home

Antony is such a class act, on MS and in person, that he can do KOSH or Summit with Alan or Mike and not be sullied... much...

I hope Parker has the good sense to ignore this p*ssing contest... Sent from my iPad using Tapatalk

We prayed for the best even as we feared this would happen. Now praying for Jenny and her family.

Hum, so far we hear we can land in 4000' and <1500' (half of 2890'). I'm thinking that more data are needed!

Bravo/Ovation owners: I wonder what you consider a minimum runway length in a long body? (I was looking at visiting Annapolis MD yesterday. Several airports with 2500' runways are more convenient than BFW. I'm fine with 2500' in my E.)

Don, seems to me that’s gilding the lily. (Myself, I make do with just 3 - 750, 696, GP on IPad.) Sent from my iPad using Tapatalk

+1 for Triad. Solid, experienced engine shop that stands behind their work. I have about 500 hours on the IO360 they “overhauled” and I’m very satisfied. @AGL Aviation sends them a lot of work. Sent from my iPad using Tapatalk

Jon, it’s 7 years old, I got it from PFS when I swapped to their exhaust. I’ll take pics tomorrow. You might discuss with Lynn for details about Bracket. I no longer have ram air with new cowl but it was worth 1.1” MAP before and I used it whenever I got too high to get the HP I wanted. I would not be concerned about dust unless there’s something like a forest fire going on. I would close it if flying through clouds. KP, I’d be glad to pass it on to you, I’ve got my money’s worth. Sent from my iPad using Tapatalk

Jon, before I got the SabreCowl I had a Challenger. Reusable, 100 hour service involves cleaning, re-oiling. Air flow gain vs. original. I think I still have it if you’re interested. My new cowl uses the same technology but a different size. Sent from my iPad using Tapatalk

Don't be sorry, no skin off my nose. I posted the reformat instruction including the reassurance that it would do no harm because I'm sure a lot of pilots are hesitant to reformat a Garmin card. But as in your case it is often the only fix that will work. I reformatted a $1000+ FS 510 card.

I am reminded again that it’s usually not what I don’t know that gets me in trouble... it’s what I do know that ain’t so.[emoji6] Sent from my iPad using Tapatalk