Marauder

And he wants to know why no one wants to fly with him. [emoji1787] Sent from my iPad using Tapatalk Pro

What is that blue stuff above you? All I see here is gray stuff. Sent from my iPad using Tapatalk Pro

All I can tell you is if you have human sized legs, the Bonalization technique doesn’t work. Here is a thread showing the Bonal technique and my retort to his technique. Posts 52 and 56. https://mooneyspace.com/topic/19850-oh-man-are-we-going-to-fit/?page=3 Sent from my iPad using Tapatalk Pro

And let’s not forget Frankie (the bottom seal for the oil dip tube). Sent from my iPad using Tapatalk Pro

As was mentioned above, I would hold off doing anything major until you can verify all the bugs have been worked out. It is amazing how fast minor repairs can add up. You didn’t say what kind of flying you are doing and that will dictate where your investments should be focused. I would concentrate on investments where it makes sense. I see a lot of pretty nice paint jobs and the panel came out of a 1940s Packard. As Tom mentioned, avionics can bring the most usefulness out of the plane. You’ll never see that new paint job from inside. I’ve owned the same plane for 28 years and just now am working through the final steps of renovation (paint & glass). And as a caveat to all new owners, make sure this is a plane you plan keeping for a while. Any major investment will never return what you put into it. Sent from my iPad using Tapatalk Pro

Clarence - do you have any pictures of these wires on the alternator? Sent from my iPad using Tapatalk Pro

There isn’t a lot of fluid in the entire system, so you may not see a puddle on the ground. It could be held up in the access panel. Sent from my iPad using Tapatalk Pro

That’s how mine failed as well. In my case it was the right pedal. As was mentioned above, it is either a failed master cylinder or caliper. I would first check for any signs of leaks. At the brake caliper and the area right behind your left cowl. If you don’t see any leaks, the culprit is probably a leak inside of the master cylinder for the left brake. I suspect on your K they are under the access panel behind the left cowl. You’re looking for something that looks like this. You’ll need a mechanic to sign off the work but the rebuild isn’t too bad. The bleeding is another thing... Sent from my iPad using Tapatalk Pro

Listen to Jerry. He knows a thing or two about transponders... Sent from my iPad using Tapatalk Pro

It’s the nature of Cheap Bast&$ds. They don’t want to spend the 5 figures to buy a GTN or Avidyne and figure paying $6k or $8k for a 430 or 530 is a deal to them. As for the prices. It’s a captive audience. Garmin set the benchmark and Avidyne followed suit. You’re in the IT field. Remember when an HP desktop computer was $5k? I do. What changed? Competition. Sent from my iPad using Tapatalk Pro

Steve - curious. Can the engine monitor data be removed on the TXi and shown only on the iPad? If it is acting as primary I would be surprised that would be allowed. Sent from my iPad using Tapatalk Pro

And get used to leaks. It’s a game of “whack a leak”. Sent from my iPad using Tapatalk Pro

And conversely, if they were capable of producing decent speed increases, why haven’t any of the mod shops like Lasar produced them? They have wheel well covers and brake rotation but no inner gear door mods. I suspect for manual gear planes it increases the wind resistance making the gear throw harder and for the electric gear planes, none of the vintage (or not enough of the late Fs) have the J gear motor ratios. That is probably why there isn’t a retrofit kit. As for removal, I do know one owner who does remove them when he operates out of a grass strip. Sent from my iPhone using Tapatalk Pro

John - I would call a few of the MSCs and find out from them. Inner gear doors are a rarity on vintage Mooneys. As I mentioned, Dave at Air Mods said there was no notable speed increase. Sent from my iPad using Tapatalk Pro

John - take this for what it’s worth. I spoke to Dave Matheson at Air Mods about adding them on my F during my last annual. I was interested to see if the inner doors would allow a higher gear speed for me. His response was “don’t bother”. He said the inner gear doors are not what determines the gear speed (the gear ratio is) and there is no speed advantage installing them. Sent from my iPad using Tapatalk Pro

Brian - we should fly sometime together so you can see the 450 firsthand. I’ve flown in 340 equipped planes and unless the newer Garmin units improved a lot, I think you’ll find the PSE units have a cleaner sound quality. Sent from my iPad using Tapatalk Pro

The transponder is doing the code reporting and the encoder is providing the pressure altitude through the transponder. Since the encoder transmits altitude through the transponder, it may be hard to tell if the encoder is not providing altitude or the transponder is not sending it. But if they can’t see your transponder at all, I’m of the belief it is the transponder. The fact you could get it back by cycling it, suggests it could be an indication it is the transponder and not the antenna. I had a Narco AT-150 married to an old encoder. Never had an issue with it. Personally, considering Narco is gone, I would either locate a working AT-150 to bide you over or spend the money to get a working transponder installed. It sounds like you are flying in an area where you need to be ADS-B compliant. You may find it hard to get one installed if you wait too long. Sent from my iPad using Tapatalk Pro

Flew for years in Buffalo. Like it was pointed out, there is no easy way to do a run up. At airports with long taxiways, I would increase the power enough to cycle the prop. And I would count on the engine analyzer to see if all the plugs were firing and mixture was providing an increase - even at lower RPMs. If I couldn’t get a full power run up, I would watch the engine analyzer as the power was increased - and hope if the runway was icy too that I could stop if I had to. Sent from my iPhone using Tapatalk Pro

There, fixed my post.

Does this mean I need to delete my post so your directional challenge isn't known to the world?

Wondered where you disappeared to. I heard you on your way down to New Jersey a week ago and gave you a call out. I'll watch the video when I have an hour 23 Did you get your IFR or is your Dad rated?

If anyone is interested in the details to upgrade a vintage Mooney to the 201 style yokes, PM me. The IAs can comment on the proper way you can upgrade the older style yokes (i.e what paperwork you need and what to file). I can provide a summary chart of what planes are eligible.

A lot of people don't know that Mark (owner of PS Engineering) & I worked at HP at the same time. If there is one thing "old" HP drilled into us was that quality mattered.

As midlifeflyer mentioned, I would just go out and fly the profiles and build your own matrix. My F has some speed mods so my power settings may be slightly different than other F models. Here is what mine look like for a 75F. Sent from my iPad using Tapatalk Pro

I asked Jimmy to send it to me as well. How did it compare to the other VRef calculators? As you know I’m still in line for David’s Sabrecowl. Did that get factored in? Sent from my iPad using Tapatalk Pro