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Since winter is almost here in Texas, I was looking for various engine pre-heating options. The Reiff system is most likely what I will go with, and interestingly enough they also have a Cellular Remote Control. I think this is a very similar product to the switchbox advertised here on the forums, but way cheaper. Anyone have any pireps or opinions about it? http://www.reiffpreheat.com/GSM-SWITCH.htm Thanks Stefan

4 hour flight for cheese. Its either really good cheese, or somebody really loves flying . Awesome!

Richard, I'm in as well. I want those seatbelts in my J. Stefan

Bob - is your fuel flow high enough at take off? That could be a cause for high CHTs. Stefan

I took my J model for an avionics upgrade, and will be picking it up next week. It will go from the stock avionics to a GTN 750 as well as an MVP-50 engine monitor. I was wondering what do you guys recommend to pay more attention to at my preflight inspection before blasting off into the thin air. I will have them keep the top and bottom cowlings off so I can look more carefully, and to also make sure no wrenches are left in hidden places. Thanks for all the suggestions Stefan

I am installing an MVP 50, and would like to add the gear up warning. For that they need to know what activates the landing gear light, choices being ground or bus voltage. Apparently for the earlier models is the bus voltage. Does anyone know for the J model? Thanks Stefan '89 M20J

I lean to about 1.7gph at around 1000 rpms right after start, then during taxi I advance the throttle as needed for taxi. I usually don't need to significantly change the mixture during taxi until I get to do my ground run.

Clarity Aloft appear to have somewhat more "ear-friendly" buds...have any of you guys with Halos tried to adapt the Clarity ear buds to the Halo headset?

Anyone having any ideas?

I'm trying to get a MVP-50P configured, and I ran into a couple of questions that I could not figure out - maybe you guys know the answer! Fuel Pressure Configuration: 1. Fuel Pressure monitored at the Fuel Pump OR 2. Metered Fuel Pressure monitored at the Flow Divider. Amps: 1. Is the Amps a measurement of the Alternator output current, or the Battery current? Fuel Level Sensors: Are the sensors resistive or capacitive? Thank-you Stefan 1989 M20J

I would think the point of no return is the point where you would not be within gliding distance anymore, and not necessarily the point where the time required to go forward equals the time to return. It may be way before the halfway point. Not sure yet how to compute it...but you will need to figure out your gliding distance. It will of course vary depending on the wind and direction. Xavion would be helpful in the scenario you're describing.

Hey Wishboneash do you mind taking pictures of the valve and the cylinder and post them once able? Stefan '89 M20J

Mine is a 1989 J, A3B6D. I noticed in your previous post that you included the information about the correct oil cooler hoses. My engine is the stock engine with no mods, so hopefully PHT will be able to give me the correct size and length. Next will be convincing the mechanic to do it... Stefan

Hey Byron I did a search on hoses on the forums, and noticed that you posted you invoice for the hoses you bought. You had listed the following hoses: Fuel pressure, Oil pressure, oil cooler X2, firewall to pump, pump to xducer, and xducer to servo. Also, in the same thread there was mentioning of MP hose. Does this include all the hoses firewall forward that need to be changed? Thanks Stefan '89 M20J

my hoses are also very old...24 yrs. My mechanic is hesitant to change them at annual, because apparently it is not an easy process given how tight the space is in a Mooney engine. He recommended changing them at overhaul, but for me that may still be a couple of years away (original engine, 1800 total time on it, 24 yrs old). For you guys who changed the hoses, how difficult is it? Can it be done at annual, or should I wait for the overhaul? Thanks Stefan '89 M20J

Fluid was red, yes. Looked like hydraulic fluid.

Anyone know? I think it may be the landing gear actuator? The image is shot with the belly panels off, camera towards the front wheel. The part was almost right above the front wheel (above the front belly panel, of course). I noticed a drop of hydraulic fluid at the bottom of that part, and it does look a bit corroded too. Plane going into annual soon, and I am considering replacing/overhauling it depending on what it is. Thanks Stefan '89 M20 J

I'll be there Stefan

So yesterday I went and tested out the glide ratios for Xavion. This included pulling the propeller all the way out several times together with the throttle in order to get the right configuration. When I landed I noticed some possible oil smudges on both sides of the propeller. I had seen this before, but not as much as last night. Of note, during my pre-flight check I always take a look with the flashlight at the propeller hub where the blades are attached. There has always been a bit of black oil/grease right where the blades come out of the hub, and always looked old. Last night, after hangering the plane, there seemed to be slightly more oil, and it glistened into the flashlight like it was new seepage, not old. Ran my fingers on it and it did appear to be new. That being said, the quantity is still negligible. The airplane is an '89 J model, never had the engine or propeller overhauled. 1800 total hours on both. I am attaching some pictures. What do you guys think is going on? I wanted to put another 100 or so hours on the engine before overhauling both the prop and the engine, so I really don't want to take the propeller off. Could it be because of the extra-stress I put on it by pulling the prop all the way out several times when gliding? The first 2 pictures show the streaking on the blades, the third one shows the streaking at the hub (picture taken through the opening in the spinner, where the blade goes into the hub). Thanks Stefan '89 M20 J

I finally got around to flying the glide ratios yesterday. For each of the glide ratios I flew N, E,S, W, then averaged it. This is what I came up with in my 1989 M20J: Throttle out, propeller at the lowest RPM possible (know pulled all the way back), maintaining right around 90 kts for glide speed - glide ratio 14.5 Throttle out, propeller in cruise (around 2400 RPMs before throttle was pulled out), 90 kts: glide ratio 11.8 Worst glide speed (flaps all the way down, gear up, prop around 2400 before pulling throttle out), maintaining around 105 airspeed: glide ratio 7.5 Quick question for anybody who actually tried it out to see if it get you to the runway. Is there a way to tell Xavion which end of the runway you want to use? I wanted to try it last night, I was coming to my airport from the South, and the wind was from 160, so I wanted to land on 17. But Xavion of course found the glide ratio for the airport, but was having me land on 35. There were other airplanes in the traffic pattern, so I did not try it out. I couldn't find anything that I could press in order to make Xavion change the runway end. Thanks Stefan '89 J

I use ipad with Stratus for now, and so far have been quite pleased with it. Good coverage North and South Texas which is mainly where I have flown. Stratus also has a WAAS GPS, and best of all - no subscription! I don't have any experience with XM weather, so can't tell you if it's worth the monthly subscription. Stefan

Thanks everybody for y'alls help. As I initially mentioned I am fairly new in the world of avionics, and I am trying to make an informed decision. Currently VFR pilot (PPL about 1 yr now), and I want to start training for IFR. It seems logical to me to upgrade my panel before starting the IFR training (as you can see , I don't even have any kind of GPS in my panel currently). It appears that the general opinion is that an Aspen would also be a great addition. I wasn't to familiar with GPSS steering either, but that seems to be a great add on as well. Just doing some quick browsing on the internet, it looks like an Icarus SAM unit that Bennett has goes for about $2300 plus install, while a PFD Aspen is about 10,000 plus install (but I would be able to sell the HSI). There is another great point of Oshkosh coming up soon, and probably there will be some discounts with that. It may be the smart thing to wait until then (same some extra money), and add to the upgrade the Aspen as well, together with the GMA 350. It may be that being patient for 6 weeks could possibly save me 2-3k. One other thing that I wanted to ask - what do you guys think is a fair premium to pay for having an avionics shop close by do the work? I had some work done previously on my AP somewhere that was not close, and of course there were squaks to be fixed afterwards, and each time I had to take the plane in, I needed somebody else to fly another plane to come get me. True pain in the behind, not to mention expensive. Judging from the responses here, it seems that I am quoted about 3-4k more than what you guys paid. It seems somewhat excessive, so I am thinking of talking to some other shops as well. I emailed Avionics Unlimited in Conroe,Texas, as they seemed to be well regarded. Any other recommendations for DFW area? Thanks Stefan

The GTN was going to drive the HSI, and the King 165 will drive the second VOR. I was somewhat confused over the Nav switch as well, but that's how it was explained to me. I am attaching a picture of the panel. Stefan

Lol AmigOne...it does burn a hole in the wallet for sure...that said, some people buy a Porche when a Mazda will do the job just as good since the speed limit is 70...I guess it is the same philosophy. Stefan

Other radio is a KX 165, which will be linked to a VOR. Stefan