Marauder

I’ll head out before 10. Let me know if your plans change. Sent from my iPhone using Tapatalk Pro

I think you point out a really good point. The “power boost” on my plane is good for 1.5 inches of manifold pressure on an F model. I would never open that door in the lower altitudes. If you did, I suspect he’d see numbers closer to the POH. Another thing to keep in mind, I’m sure this POH was done under “optimum” conditions that as you (the OP) mentioned as something the sales and marketing people would want. And I’m sure it was with a new engine. I would also check your CAS airspeed. It may be a knot or two slower. Sent from my iPhone using Tapatalk Pro

I’ve owned my F for 31 years and can tell you that density altitude will have an influence as well as the speed you climb out at. What airspeed are climbing out at? If I climb at Vx, I’ll see initial climbs in the range of the POH. But add in warmer temps, it’ll drop. Sent from my iPhone using Tapatalk Pro

Hey Tim. Let me know what time you’ll be there and I’ll swing by. I’ll double check but I think it was Aerosheep. Sent from my iPhone using Tapatalk Pro

Electric trim [emoji6] Sent from my iPhone using Tapatalk Pro

I’m thinking he is a lover of refried beans and Mexican food. I’ll have to take a sniff of sheepskin covers. I like spicy food too. [emoji13] How bad could they be? Airlines use them and many charters have them as well. Maybe when they get spiced [emoji1785] up they get replaced. Sent from my iPhone using Tapatalk Pro

If he has an Aspen Pro Max units, the requirement for standby instruments was removed. Was announced at Oshkosh. https://aspenavionics.com/news/media-alert-faa-approves-removal-of-attitude-indicator-with-installation-of-a-single-aspen-avionics-pro-max-primary-flight-display-pfd/ To the OP, I have an ESI-500. Great unit. Sent from my iPhone using Tapatalk Pro

You’ll need to find the backstory to the plane. Is it an estate sale? Is the owner emotional attached and the broker is feeling the vibe? Does the plane have some other issues that the broker feels will make it hard to sell? Is the broker a slacker? Could be a lot of things going on. See if the N number can be found on this site. Sometimes we see owners disappear from the site and there could be a link. Sent from my iPhone using Tapatalk Pro

Tim - you can fly over and check mine out. My large ass has been on them for several years. [emoji13] I really really like mine. The company that made mine sent me a template to address the unique shape of my front headrests. I had them made extra large to accommodate the large head that goes along with my large ass. I also wanted to have slots cut in the back because I had the upholstery shop make two pockets on the back of each seat. The big advantage is they keep you cool in the summer and warm in the winter. Sent from my iPhone using Tapatalk Pro

Exactly. That is what the old KX99 port I had did. That is until it failed [emoji20] Sent from my iPhone using Tapatalk Pro

Or, you be a Boy Scout like me and keep extra everything on hand all of the time. [emoji6] When COVID hit I had a couple of 3M cases of N95s and a case of latex gloves that I use for my workshop tasks. I guess you can blame it on parents that lived through the depression. My mother had enough canned food packed away to last a long engagement with a zombie apocalypse. [emoji3446] A lot of the supply issues in addition to being caused by panic buying are also because of the shift to JIT manufacturing back in the 1990s. That is what driving up the supply issues with many items including microchips. One delay in any manufacturing process causes ripple effects. Compounding this is our dependence on overseas outsourcing. Some of those countries did a hard lockdown and nothing got made. Sent from my iPhone using Tapatalk Pro

I know a lot of pilots who opted for the tail and sky beacon and are happy with them. Also know a few who wished they had a bought a box that had FIS-B/TIS-B built into it and not be forced to buy a portable solution. For those of you who bought them and requires the Nav lights to be turned on, how do you handle it? Leave the Nav lights on all the time? Checklist item? The first time I encountered this was with the school fleet here. One of them made a call that they were entering the pattern but I didn’t see them on TIS-B but picked them up on my TAS. I asked if they were ADS-B equipped and the instructor said “do you see us now?” I said “yes” and when I asked what he did, he said he turned on the Nav lights. Sent from my iPhone using Tapatalk Pro

It’s a port to plug a handheld radio into. It will attach your portable handheld to one of the aircraft’s antenna to give you better range on your handheld. Sent from my iPhone using Tapatalk Pro

When you look at the plane, let the owner tell you about the plane. If they were an owner who cared, they will share with you their pride and joy and be proud of what they did to the plane. A guy (or gal) looking to drop a boat anchor will be more interested in answering your questions so they can saddle you with it. As mentioned earlier, the logs are a good indicator of what kind of steward the owner was. If you only find entries at annuals and nothing else, you’re looking at a plane that either wasn’t flown much or the owner let issues pile up. BTW - as a long time owner, if you showed up with tools intent on opening up my plane, I’d send you packing. Let the owner show you around the plane. When you go for the test flight, check EVERYTHING out in the panel. You can easily drop $5k in sorting out non-functioning transponders, coms that don’t work, gyros that precess too much, etc. Since you already know what is in the plane, make the test flight and the visual inspection one with purpose. Bring along a check list of things to check out. Sent from my iPhone using Tapatalk Pro

I’ve seen your appetite. Two peanuts and 4 ounces of water and you’re full. Sent from my iPhone using Tapatalk Pro

Alright, who is going to be the first to try the “new AGL”? Sent from my iPad using Tapatalk Pro

Are you saying it will take 5 hours to rebuild the fuel selector valve? Sent from my iPad using Tapatalk Pro

I’m guessing your mechanic has all of the basic tools you’ll need like compression tester, safety wire tool, brake pad riveting tool, etc. I’m not sure how many screws you’ll have on your 90 J but my F is literally a hundred screws. I use one of these gyro drivers. I use snack size ziplock bags to keep the screws in. Just stick them into the inspection hole after you bag them. I would also pick up some spare Phillips screw tips for it. I think they are all #2 size. Lowe’s and some of the other big box stores will have better prices on the driver. You should look your plane over for definite worn items like tires and brake pads. Most shops make some money on mark ups on these kind of things, so make sure your IA is okay with you supplying the stuff. Doing an owner assisted annual is rewarding but you also get to appreciate the amount of work that a mechanic has to do to complete one. Sent from my iPhone using Tapatalk Pro

Well, don’t be a stranger! Sent from my iPhone using Tapatalk Pro

Whatever value JPI puts in can be updated during your calibration. The mechanic should be told to set the JPI to the actual amount they can stick in the tanks. The calibration steps will be just the actual value based on how many gallons you put in at each step. When the final amount is added, it will be the actual the tank can hold. My plane’s bladders were installed in 1991. I often wondered if they could possible shrink over time. Sent from my iPhone using Tapatalk Pro

During the calibration, we set the top end of the calibration to 26 gallons per side. In the years since I have installed the senders, they are always within 0.5 gallons on fill up between what the pump says and what the JPI is reporting. So while O&N and subsequently Grigg’s belief is you have 27.4 usable per side, reality says otherwise. I proved this not only on fill ups but also when I ran a tank down to 3 gallons so I could change out the sump drains. The total fuel left was the 3 gallons plus the unusable found in the bladder documentation. The JPI doesn’t report decimal values on the display but it has decimal level resolution in the way it calculates the amount in a tank. And that data resolution is in the JPI download data. What that means if you see 15 gallons on the JPI, it will be somewhere between 14.6 and 15.5 in reality. It will round to the whole value (Bob Belville clued me into that phenomenon). One thing I can’t state enough is how accurate these sender/gauge combinations are. Sent from my iPhone using Tapatalk Pro

You don’t need to go to a Mooney specialist to install these senders. A competent mechanic can do it. You will want to replace your existing wiring with shielded wire. The majority of my time installing these senders was spent running the new wires and the time it took to calibrate the senders. As Anthony mentioned, your JPI will need to have the firmware required to support these senders. Also, JPI provides a harness to connect to the JPI. Again, nothing a mechanic can’t handle. Sent from my iPhone using Tapatalk Pro

If you’re on a budget, an EI FP-5L will give you fuel pressure and fuel flow. And if you hook it up to a GPS, time to empty, etc. Sent from my iPhone using Tapatalk Pro

If the hail damage is on the fuselage, they use a lightweight filler on those. If it is on the flight controls there are a couple of options. If it is on the ailerons, reskinning or replacing the aileron are the only options. Same for the rudder. I learned from one of the MSCs that the elevators can be flipped. Sent from my iPhone using Tapatalk Pro

I remember it well. Kind of screwed up my sales quota for a while. [emoji13] Sent from my iPhone using Tapatalk Pro