Marauder

I think our Mooneys are using the 7277 series breakers. Your breaker rating will be stamped on it. https://www.aircraftspruce.com/catalog/elpages/klixon7277.php?clickkey=40017

In my 30 years of ownership, I have seen at least a half dozen fail. None like Richard's. What I have seen is they trip sooner than their rated amperage. I have been "exercising" for the past decade and they seem to fail less often. If I recall correctly, the Klixon style breaker is used in some aircraft as the on/off switch.

Dev - back in my young and "what was I thinking?" days, I found myself in both scenarios you polled about. The equipment failure was on an NDB approach (some may argue that an ADF is defective by design ) and I have flown a few missed approaches because of changing weather. Like Bob mentioned above, setting your personal minimums will help minimize the feeling of having your head in the mouth of an alligator fearful of tickling the tongue of the beast. In my case, having an engine problem over an area of low IFR helped expedite resetting my personal minimums about IFR mins. I think it was Jim Peace that talked about flying lawnmowers. There is truth that single pilot IFR in a flying lawnmower is a lot more demanding and requires you are on your A game throughout the flight. The only thing I would add to Bob's flowchart is: - Understand the en route weather. We are in single engine airplanes and flying over large expanses of low IMC increases the risk. Also, I pay close attention to icing and storm predictions. And from the archives of the old and dumb category. When I was based in NY, our airport did not have an approach. One of the older pilots that all of us young guys looked up to, told us he built an NDB approach using his King ADF and the local radio station. I can still remember being at the airport and watching him come out of a low cloud deck about 200 feet south of the runway and over the adjacent road. Fortunately, he didn't hit the telephone poles and managed to climb back out. I heard him back on the Rochester approach frequency asking for the ILS to a nearby airport. He never talked about his famous NDB approach again.

And what? Have Garmin miss out on an opportunity to gouge us?

What I found is if you wait for step 6, it will trigger the showing of the new databases. Unfortunately it can several minutes before the database updates show and my impatience has me doing my New Jersey "forgetaboutit".

Jaeger's armrest.

I used the WE stuff https://www.amazon.com/Command-Picture-Hanging-4-Pairs-17207-ES/dp/B004054NSQ/ref=sr_1_7?crid=3BEJEX3EI6SLS&dchild=1&keywords=3m+hooks+command+velcro&qid=1617810072&sprefix=3M+velcro+command+hooks%2Caps%2C176&sr=8-7 I have moved it around a few times. The 3M stuff doesn't leave any marks on the panel.

As you go through this process, take a hard look at your mission. Buying too much airplane is just as bad as buying not enough of one. When I bought my F, I had a baby daughter and the F fit perfectly. A few years later a son came along. Still not an issue since the F has a decent amount of space in it. Of course, like my ladies, they grew. There were a number of years where the F was not enough to haul everyone for vacations and I was forced to rent P & C models with a better useful load. Now that they are grown up, the F is once again the perfect platform for my wife and me. You will find plane prices all over the map. There are F models out there that have been heavily modded like mine and late model Js that are still sporting their original King radios. Each and every plane should be evaluated as a one off. A modernized earlier model may be in much better condition than a late model. Good luck on the hunt!

The PMA 450A has been great. Nice crisp clear audio and intercom.

Nope. It is not mine. Similar paint scheme. I like the price! If he gets anywhere near $94k for this F, I'm a happy camper. I have owned my 1975 F since 1991. I'm sure I can answer questions you might have about the 75 F models. They are a great plane. Few ADs and close to the speed of the early Js. From what I can see in the ad for this Mooney, it has a decent avionics stack. Looks like it could use a set of new panels. Mine looked like that in 2016 before I did the last avionics upgrade and had new panels cut. He has the original yokes but the interior is a Jaeger Spatial Designs interior. The main selling point is the low time engine. I would check who did the rebuild. That is where a good chunk of the value in this plane. PM if you want to talk F models.

It better not be my F posted on Controller! $25k couldn’t cover the cost of the avionics... [emoji1787] Sent from my iPad using Tapatalk Pro

I have the JPI 900 and EI’s tach, RPM and fuel totalizer. The fuel totalizer has been in the plane since 1993, zero problems. In fact, the only time I sent it back for anything was to have the internal lighting converted to LED to match the more recently installed tach and RPM gauges. I have owned both the JPI 830 and 900. The 900 has been back to the shop at least 4 times. Once for a firmware update, once for a booting issue and twice for bad displays. I will give JPI credit that they replaced the display the second time out of warranty but I think the original displays they were using had some issues. The new one doesn’t have the anti-glare coating like the original. At the time of the JPI 900 purchase, the 3 1/8” units weren’t available and the MVP-50 was almost twice as expensive as the 900. Old display New display EI gauges Sent from my iPad using Tapatalk Pro

Just a little color commentary (and BTW, I work around some serious electrical engineers ). I have no experience with the Avidyne products but did have start up issues with a Garmin 650. The Garmin replaced a MX-170B slide in replacement. My Garmin had a series of firmware updates in the first couple of years to do deal with open squelch issues. I also noted than the range of the Garmin was less than than both the MX-170B it replaced and even the Narco 12D+ that was in the panel. I suspect some of the range issues had to do with them jacking up the squelch starting point. I am not sure if there are manufacturing changes (ex. surface mount versus through hole components, quality of components, etc.) to the modern avionics that make them more suspect to interference issues, but it sure looked that way. I can personally acknowledge that my Garmin 650 certainly didn't like the JPI 900's remote indicator. Nor did my Vertex handheld. As for the installation of these units. Most shops will not replace the RG58 unless you specifically tell them to. RG400 is expensive and it is a pain to run new wiring. I found replacing all of my RG58 came with some benefits, the most notable was that it replaced damaged wiring! When I found the damage wire, I personally ran all new RG400 for both radios. I am not an expert on making the BNC connectors, so I let the avionics shop make them. After the new wire had their connectors added, the plane was returned to me. Guess what, I had an issue with one of the VORs not receiving at distance. Found a bad connector. When I did an SWR on the rest of them, I found one of the Com runs also had a bad connector. So, installation quality can certainly play a role, if not be the main culprit. I have learned that any avionic installation can and most likely will cause me angst. Something you think shouldn't happen when 5 digit checks are involved.

Someone posted the FAR requirements for lighting a while back. I know it impacted my decision to use just the strobes as a recognition light for the tail white light. I have the Whelen LED tail strobe connected to the rest of the strobes and the solid white light set to come on with the nav lights.

My PC system had a switch on the panel to deactivate the PC. It was an electrical switch attached to a solenoid to do the vacuum dump.

Here is a picture of the two styles. The Klixon is on top.

ETA is the manufacturer. https://www.e-t-a.com/products/overview/ of one of the two types found on our Mooneys. Later models have the ETA. There is a difference in the attachment of the switch to the buss bars. I posted a thread a few years ago showing the differences. Electrically they do the same thing. It is the mounting that I think was different.

Where are you in PA? PM if you want and I can provide you a couple of possible sources.

What caused the corrosion? The glue? Or the material itself? Anyone know what the 208 foam is?

Thanks for the vote of confidence for the 64 gallon tanks. I am still flying with my 54.8 gallon (really is only 52 gallons) since I had them installed in 1992. With post-apocalypse flying a real possibility later this year, I am thinking having the extra gallons on board would be beneficial. My, my, prices have gone up. My 54.8 gallon system was $4,800 in 1992. Looks like a 4% per year price increase. I can't say enough good things about the folks at Grigg's. I installed their new flush style caps and had issues with one not sealing. They sent me a reseal kit no questions asked.

Enough said.

I had the same visceral reaction when I saw the SCS prices. The quality of the samples looked great but I couldn't see paying that much for something that will get heavy wear. I opted for the AirTex version. They provided a basic kit that unfortunately was meant for a 60s version of my F. I called them up and they were more than willing to allow me to submit templates for a better fit.

Maybe you are a believer in "beauty is in the eye of the beholder". You and I have met. Neither of us would win a Mr. Mooney contest. But your plane would win.

Nice. Look familiar? Beautiful place. Not sure if I could handle getting on a ferry everyday to get materials from the mainland.

Discovery was different in both incidents. The first time I had gotten back from an international flight. The following weekend I aerated my lawn and felt tired. The next morning I get out of the shower and found my right leg was larger than my left leg. And it felt like the beginning of a Charlie Horse, that dull ache before the sharp pain. Had an ultrasound done and found clots from the calf up to the thigh and smaller clots behind the left knee. The second time it happen again after a long international flight. This time it was in the left leg, in the calf and was just warm to the touch. Ultrasound again confirmed clots in the calf but nothing in other parts of either legs. One thing to note is that there may be a time lag between the triggering event and the clots. For me, it is clear that it takes over a week before the symptoms show up after the triggering event. I should also comment that there are a number of people who have had clotting episodes and never were treated for them. I found this out when I asked one of the ultrasound techs if they ever saw evidence of previous clotting episodes (scar tissue) and the person was never treated for clots. She said it happens a lot and the person only found out because they were being treated for a more severe situation (pulmonary embolism).