Marauder

You didn't let us know if you were naughty or nice this year! It has a BIG factor in what we would recommend... I'm on the naughty list since I upgraded my panel this Fall. Got anything that is wearing out? Like headsets, knee boards?

That must have been an interesting experience flying with those. I'm 6'3" and find myself fairly forward due to the deep wells. So, I can see how you could do it. I think a lot depends on your upper/lower body height distribution. My legs are shorter than my upper body.

I went through your website last night in more detail. Simply awesome! Gave me way too many things to think about! Watching some of the transformations were great to follow.

Well, I own an F with the mod and I can tell you the hole is barely 3 inches wide by 3 inches long (take a look at my picture above). The metal strips which the panels attaches to cover a full inch around the entire edge. I wonder if there are different ways to install the mod. Trust me, I have had my hand down there trying to make connections to a Davtron and GEM that I installed with an IA.

To the original poster: the person who had stated about "working out the numbers for yourself" has it right. The J & newer group has some advantages in gear, flap speeds and speed brakes. In my 75 F, if I don't get it stabilized by the FAF (I use 100 knots), I won't be able to get the gear down without blowing through the VLo on descent.

Brian -- thanks for sharing the pictures. That is the look I am seeking! As you can see from mine, it is not as clean looking. I will read through your conversion to see what else you did. Beautiful looking Mooney. I have decided to upgrade mine as well. I know I will never get the money back out, but I have enjoyed mine for 21 years and it is time...

I have had mine off a few times as well. The amount of access is not very much on an F. Barely enough to get a hand in. The bigger issue is that I have had a few leaks there. Even using good silicones. On top of it, the panels themselves have begun to warp a bit. Just not a lean look over time.

I just re-read your post. What LED did you install?

More pictures please! I am about a week away from mine being completed. When I saw your picture for a second I thought it was one my avionics shop sent me. Your 1977 J has a very similar interior to my 1975 F. As for the panel question. I think the better avionics shops have the equipment to cut a new panel for you. When I stopped into my shop yesterday, I saw them cutting a new panel for a plane. My upgrade is a PFD Pro/MFD 1000, Garmin GTN 650 and a PS Engineering 8000BT. I'm interfacing to a STEC 60-2 and an existing Narco 12D+. I had the STEC upgraded to a ST-670 flight director and Aspen is now providing code for full AP functionality during regression (through a switch the shop built for me). For those asking about pricing, I had a number of quotes done for the Aspen and they all came in within a $1K of each other. And the prices were no where near the $15k prices you guys are talking about. PM me and I will give you the specifics of my quotes. There is an Aspen rebate through the end of the month for the connected panel with the PFD/MFD. Also keep in mind that quotes will vary quite a bit depending on what you want to interface. I spent a lot of time digging into the details of the upgrade path, so if you have specific questions on hardware configs, I can provide some guidance. My fire hose activity now is taking in all of the new functionality I never had before.

I will keep that in mind. I would like a cleaner look. They left little access panels for right in front of the plexi. The glass itself is in good shape (learned early how not to screw it up! )

Do you have any pictures of what this looks like on an F? I have the SWTA 201 windshield. Never was really happy with the treatment just in front of the windshield.

Great way to check for both contaminants and for uniform fuel flow.

Puke away young gun...

Amen brother! I'm with you!

My question as well! The price for the O&N cap O rings are over $100!!!

I have the IO360-A1A with a two bladed Hartzell (F666-2) in/on a 1975 F. My prop limitation is for no continuous operation between 2100 and 2350. Why is mine different than someone who has the same engine and blade configuration but in an E model? Theirs is a continous operation limit of 2000 to 2350. Why the difference?

And I always thought mine was installed backwards!

I do find it interesting that your range is a little different than mine. We should both be running the A1A engine. Wonder if there are other variants that affect the rpm limitations.

Sorry to infer the flush caps weren't available. I still have them on mine. Anyone find a place to get new o rings? IIRC they were pretty expensive.

The location of the fuel caps have not changed. What has changed is due to the 2005 AD a raised cap is now available. Here is the link to their website showing uninstalled prices. Anyone know if Ollie is still around? http://www.onaircraft.com/products-services/mooney-bladders/

Do you know if they have made this feature available for the GTN series? I know Aspen is having some difficulties getting control codes from Garmin for the cross over feature. Just curious on the GTN stuff.

If you are at a small airport you might get lucky and have them do it for free. I usually just tip them for their troubles. But with the increasing fuel prices, most FBOs are usually charging something either for a pre-heat or for you to stick in their heated hangar. Before I go to a new airport in the winter, I usually ask this question along with what their overnight rates are.

Issues with the fuel injection system can cause differences in fuel flow to the cylinders resulting in high/low CHTs. If an injector is partially clogged, you would be running less fuel into that cylinder and changing the temp it is running at relative to the other cylinders. Ideally, fuel flow through the injectors are the same. I remember years ago doing an owner assisted annual where I measured fuel flow out of the 4 injectors and was amazed at how much difference there was. I think this is the logic behind the GAMI injectors (http://www.gami.com/gamijectors/gamijectors.php). If I recall correctly, there was also either a SB or AD for crimped injector lines. Without a way to look at all 4 cylinder temps at once, you may be experiencing a problem only with that one cylinder. Not saying this is your problem, but just another data point as you go through the troubleshooting.

Right after I posted my message, I remembered I did have a high cylinder temp once. It was related to a problematic fuel injector. Not sure it is related, but another possible cause.

Something just doesn't sound right. I will interested to see what you come up with after the engine analyzer installation. On my F, the factory installed probe is on the 3 cylinder (might be standard for all Mooneys for all I know). When I had my GEM installed years ago, I found that my number 2 cylinder was actually the one that peaked first and always ran the hottest. I am wondering if you might have a flaky probe. I don't know your history (relatively new to the site), but at that fuel flow, I wouldn't expect the high temp you are seeing. Keep us posted!