Marauder

@M20Doc Hoping the good doctor can chime in on this. On my F, the top mechanism has an adjustment shaft which can be moved. Not sure how the C models do this.

Wow! That is a big gap. What does your door seal look like? I think the door has a little bit of negative pressure on it flight and can pull outward if the latches aren't adjusted correctly. I would check the alignment of your door catches.

There is about an inch of wandering when these are panels are reinstalled. I believe they have made them larger because they were trying to protect wiring that may run behind them. Here is the wandering zoomed in. Wiring running behind it. Sent from my iPhone using Tapatalk Pro

It was what rwsavory says it is. It is for attaching the lower plastic. You can see the screw holes in the picture. Sent from my iPad using Tapatalk Pro

Nope this was a speed run. I have some rides where I am climbing between 2,000 and 3,000 feet and others where I am riding the same distance but seeing less than a 1,000. The beauty of living in my area, go south and ride the flatlands or go north and ride the hills. Sent from my iPad using Tapatalk Pro

I’m glad I’m not the only one with a fan club. [emoji1787] Sent from my iPad using Tapatalk Pro

Some owners have upgraded to the single belly pan after a gear up. They can then move the antenna under the single piece belly. I think you mentioned the one piece belly being made of metal. That is not the Lasar belly. Their belly skin is fiberglass. As for the radios. If you are in an area served by VOR and ILS approaches, you should be able to get by for IFR. More and more VOR approaches are being discontinued and this was one of the reasons I upgraded to a GPS. And even that upgrade has helped since my airport was still served by a VOR and I was hoping that the VOR would still be available until the GPS approaches are released for December. Here was the surprise that happened last month: Sent from my iPad using Tapatalk Pro

The technology has advanced ten fold over the past 5 years. I broke a cleat once and know the challenge of pedaling even a couple miles with one leg. I couldn’t imagine trying to ride any distance like that. The integration with other apps has also improved. This allows me to transmit my workout performance to MyFitnessPal to give me a complete summary of my day and linking it up with Strava, I can see how I compare with others who have ridden the same route. I download it for the pure pleasure of seeing that I am in better shape than some guys 20 years younger. But on occasion, I will see data from an 75 year old who smoked my arse on the ride. Sent from my iPad using Tapatalk Pro

I have a Di2 electronic shifting package on my Cannondale. It is able to read the position and report it through Bluetooth to the Garmin 1030. On late model Di2’s, you can even program the Shimano top button to do pre-programmed down or up shifts to pre-determined gear positions. It also can provide gear statistics like the number of times I shifted on both the big and small cogs. If you have power meters on your pedals, it will provide your wattage during and average for a ride. Along with results for your VO2 and other health factors like time in heart zones. Sent from my iPhone using Tapatalk Pro

Chest strap. Don’t think they make a finger one. Sent from my iPad using Tapatalk Pro

Check with your avionics shop. There repair strategy is to exchange your defective with a refurbished unit. I believe their exchange price has gone up. It was $1500 but I think it is $2k or $2.5k. Sent from my iPhone using Tapatalk Pro

I Garminized my road bike recently. I progressed from a 305 to 705 to the 1030. My bike has a Shimano Di2 on it and the Garmin is able to read battery level and has a number of other features that can be programmed. Ride from this afternoon. It is showing the position of my front and rear chain position. No more looking down. Sent from my iPhone using Tapatalk Pro

Technically the bladders weren’t leaking. The interconnects were. [emoji38] Sent from my iPad using Tapatalk Pro

They are not like wool at all. Very soft. I would order up the swatches. They are large enough that you can rub them on your skin and see for yourself. Sent from my iPhone using Tapatalk Pro

Klixon and ETA have different mounting connectors on the buss bar and a slightly different faceplate connector. Take a look at the picture I posted above. When I started buying up used Klixon, I ended up with some ETAs. That was my indoctrination to the difference. I sold my stash to testwest. Maybe he still has some. Sent from my iPad using Tapatalk Pro

That’s the problem and the need for a separate set of eyes doing a pre-buy. Not that I don’t trust my fellow Mooney owners but there are poorly maintained planes by design and others where the owner trusted a shop that just wasn’t doing what they needed to be doing. An old pilot said this to me once about buying used airplanes. “Buying an airplane is like picking up a woman at a dimly lighted bar. You just want to make sure you bring her into the light before you take her home”. Sent from my iPad using Tapatalk Pro

If I were moving forward with an annual, I would see if I could find a local IA, not associated with the maintenance shop to be there for the annual inspection. You would be expected to pay this, but it assures that you won’t be getting a paper annual. As for the renegotiated price based on the annual, if I were to be buying this plane, I would make sure the purchasing agreement has a reasonable increase in price for this annual (ex. $2k But personally since he is asking VRef, I think it should be $0 increase, the plane is being priced as a full value plane). You will also want a walk away clause so you don’t lose your deposit if something is found that the owner won’t fix at his cost. A cap on what allows you to walk away if airworthy items are found. A few examples: 1) During the annual, they find corrosion. The corrosion will require a wing replacement. Deal should be off and you get any money on deposit back. 2) They find SB 208 was never accomplished. It will cost $1500 to do. I would not pick this cost up. Deal off, money back. 3) If they find the fuel tanks are leaking. Owner fixes or reduces price accordingly or money back. 4) The mechanic finds a $100 non-airworthy issue. I may eat it. But if they find $1,000 worth of these issues, the price is reduced or money back. You just want to make sure the possibilities are covered and you can walk away if the VRef priced plane has issues. Sent from my iPad using Tapatalk Pro

I used these guys: https://www.aerosheep.com They will provide multiple swatches of available colors. Quality is exceptional and in my case they modified it a bit to allow the top second pouch to be entered through a slot in the sheepskin. Sent from my iPad using Tapatalk Pro

Can I ask you a few questions? You seem to be plugged into a series of sources for information on the GA avionics market. Some of which I find interesting. Like announcing to us here on MooneySpace that the Garmin G3X was going to be released as certified product. As someone who works in another industry making electronic equipment, I am trying to understand how someone who is not an insider has NPI information way before even authorized dealers are made aware. Are you a Garmin employee? Do you have ties to Garmin employees? Are you a supplier to the industry? Are you part of the investment community who are doing market analysis of the GA avionics industry? There are just too many statements like this one about a former L-3 employee that just aren’t mainstream. I’m just curious how an individual can provide this much detail without a tie into the industry. Sent from my iPad using Tapatalk Pro

If it is out of annual it needs to have a ferry permit to fly it to somewhere where it can be made airworthy. They won’t issue one to do a test flight for the purpose of selling it. Don’t take this the wrong way, everything about this situation has an odor to it. He buys a plane and then decides he doesn’t need to fly it because he has another one? Then offers to do a test flight with his mechanic who hasn’t worked on it. These are all signs you need to proceed cautiously. Sent from my iPad using Tapatalk Pro

A plane that is out of annual is a challenge. It is also an indicator for me that the owner made a conscious decision to let it lapse. If I am going to sell my plane, everyone knows that the potential buyer will want to do a pre-buy and it won’t be with the guys who have been servicing it on the field. Did the owner give a reason for letting the annual slip? If you find a shop willing to do a pre-buy at the location the plane is grounded at, you’re hose because if it looks okay to them, you’ll still need to get a ferry permit to get it somewhere for annual unless you think the shop on the field is good enough. Another option is to see if you could get an IA, to monitor the annual of the plane on the field it is based. Negotiate that the plane must pass an annual and be clear about all airworthiness issues he owns and you and the owner can negotiate over the non-airworthy items found. Sent from my iPad using Tapatalk Pro

Sheepskin baby! Sheepskin. I had my seats redone in leather 3 years ago after years of being cloth. Leather seats are just hot in the summer. I added sheepskin covers and it has been a world of difference. Cooler in the summer and warmer in the winter. Take a look in any airline cockpit and you’ll see sheepskin in most of them. Good enough for the pros, good enough for me! Sent from my iPad using Tapatalk Pro

I was skeptical of BasicMed when it rolled out. It was reported some primary care physicians were refusing to do them. I was certain my physician would not do it. When he agreed to do it, I was shocked. He told me it is like the physicals he gives for truck drivers. As you get older, getting through the 3rd class medical can become increasingly difficult. They added in the BMI requirement and I know of one pilot who had to the sleep apnea study because of it. I think the best thing about BasicMed is that pilots are more likely to get treated for things that they would have hidden when they were doing 3rd class medicals. Sent from my iPad using Tapatalk Pro

The TAS on these units is calculated using various factors. One factor it doesn’t add in is the CAS. You should look at the POH for the altitude and KIAS you flew and see how many knots difference it is. It may be as much as 3 knots. Sent from my iPad using Tapatalk Pro

Ah, the challenges of vintage Mooneys... Keeping the plane within VLo is challenging. I find adding approach flaps and setting power around 16/2400 as I am beginning an approach helps stabilize the plane at 100 KIAS. This keeps me 4 knots below VLo. Once at the FAF, I will drop the gear and maybe reduce power 1” to maintain 500 FPM. Full flaps come in when I break out and intend to land. On the missed, it’s power up, pitch up, gear and then flaps and missed approach checklist items (boost pump off, cowl flaps open, communicate, etc.). It sounds to me that the easiest fix is either to slow down a little on the approach or pitch up more on the missed. Sent from my iPad using Tapatalk Pro