Marauder

Tim - were the parts you ordered the part numbers from above? Also, what was the ballpark for the parts? Sent from my iPhone using Tapatalk Pro

It is visible on the area below the wing. Sent from my iPad using Tapatalk Pro

Patrick - my OAT is on the access panel near the left wing root. If I can find a picture, I will send it along. Sent from my iPad using Tapatalk Pro

I read through most of the posts and I have a few recommendations. Everything you are trying to sort through is dependent on your fuel flow being correct and all of the other factors are applied correctly (FF, degrees ROP, OAT, power settings, etc.). The later model Mooneys have more detail on the power settings and expected fuel flow. In carusoam style: - Calibrate your k factor so that is dead on. If you need a sounding board, let me/us know. I have mine dialed in. The key is to be accurate on how much fuel you add and calibrating using sizable fuel usage. If my FF is off more than 0.1 GPH, I would be surprised. - The % HP value is nice to be able to quickly set power. Mine is off ~4%. I’m just too lazy to update it. - As mentioned earlier, download the Savvy flight profile stuff and fly it. It will check your GAMI spread and also do the inflight mag check. I would use their analysis tool to check the results. - I think Savvy still has a free analysis service. I would get all of the stuff set up correctly above and then fly long enough for them to look over the flight data. If it isn’t free anymore, I highly recommend the $129 service they provide. It has helped me a few times diagnose weird stuff. Here are the POH tables for the F model. It has various altitude and power settings for you to benchmark on. Sent from my iPad using Tapatalk Pro

Last week. A few weeks before during a final climb to altitude. Some older ones at cruise. This one is a little hard to see but the EGT for #2 is much warmer than 3. Sent from my iPhone using Tapatalk Pro

You might be looking for a problem that doesn't exist. Since I bought my plane F 28 years ago, I have always had an engine analyzer in it. All of my cylinders at one time or another have peaked before the others. EGTs also will vary depending on OAT, altitude, heck even barometric pressure. What I do look for is a seriously off indication, not the normal variability I will see from flight to flight. I will find and post a few examples.

Someone say they missed the ladies?

Phil - my comment was directed at the adequate transponder coverage on the ground at the airport. Exactly how does that get done? Transponders are interrogated by secondary radar. Secondary radar doesn’t reach the ground. At airports where they have implemented ground radar for ground traffic control, this may be true, but I am not aware of any uncontrolled field that has ground radar and I doubt most smaller Class C & D have it as well. The ADS-B coverage map by altitude. https://www.faa.gov/nextgen/programs/adsb/ICM/ The ADS-B coverage map by services. https://www.faa.gov/nextgen/programs/adsb/coverageMap/ What I am trying to understand is how in a non-radar coverage area the snitch tape is recording on your ADS-B compliance failure. If you are not in radar coverage, are they saying the ADS-B towers are receiving something from the Skybeacon without the corresponding transponder response? How is that being accomplished when the transponder is not signaling the Skybeacon to trigger. Something doesn’t make sense and I am trying to understand. Sent from my iPad using Tapatalk Pro

I see the problem! You forgot to put the gear down! [emoji1787] Sent from my iPad using Tapatalk Pro

If it will make you feel better, as a 28 year owner of the same F model, my plane will occasionally humble me on landings. And I am not the only one. The guy next to me has 2000+ in his F model and I've seen him get humbled as well. I think when this happens, it is usually a combination of a little complacency, a little environmental (wind), a little excess speed and a whole lot of someone putting a Voodoo curse on me. Of course when any of us Mooney owners are at the airport with a camera, we can't help but score landings. (note the wind sock in this video. that is the "little environmental" at work. Winds were stiff but unpredictable).

Brad -- as an owner of two venerable KX-170Bs, they were great radios -- when they worked. I had fairly regular issues with the tuning mechanisms. I know back in the 90s there was something the FAA sent out about the requirements for 720 & 760 comm channels. Not sure if it was related to the 8.33 spacing but I remember a number of guys scurrying because they had 360 channel versions. I eventually slipped a MX-170B in one of the slots which was a welcomed addition. Good luck on keeping it alive! The guy at 170B.com is the only one I know who still claims to work on them.

Phil - the ground radar comment is absolutely not correct. Only larger airports will have ground “radar”. This is why we have been asked to leave our transponders on or in ground mode when we are these airports. I certainly didn’t need to do what they said needs to be done. The FAA has a map showing the compliance areas and you need to spend 30 minutes within that airspace. This includes the airspace above 10,000. Sent from my iPhone using Tapatalk Pro

There is one shop in my area that has open slots within a couple of months. He is charging considerably more for work than any of the other shops in the area. It’s clear his approach is to make just as much money but do a lot less work. It seems to be working because desperate ADS-B adopters are being told by the other shops they are booked out past November. Sent from my iPad using Tapatalk Pro

Try landing a few knots slower (67 to 68 KIAS). And make sure you hold it off. Letting it settle into the runway before it is ready to land will cause a porpoise. Sent from my iPad using Tapatalk Pro

Yeah! And that too! I forgot about the lunch meat slicing. Why that Cheap Bast%$d. Totally ruining our image!

Please don't invite him back. He is giving us Cheap Bast%$ds a bad name. Who would have thought you could slice a piece of bread in half and make a sandwich with it? Raptor did. Why that Cheap Bast%$d!!

I'd check with Mooney as well. They have a site page dedicated to retro fits. Didn't see this one list, but if you ask, tell them others are interested as well. Let them know our green money is just as good as that green money used to buy an Ultra. If I was Mooney, I would be all over the retrofit market. https://cdn2.hubspot.net/hubfs/4147179/TECHNICAL PUBLICATIONS DOCUMENTS/Retrofit_Kits_new.pdf

If this was done to your plane, the SB explains the 500 hour inspection and later inspections. https://cdn2.hubspot.net/hubfs/4147179/technical_documents/service_instructions/sim20-112_Rev_A.pdf

You have eagle eyes Count Caruso (and in the daylight no less).

Yeah, as I mentioned earlier, all of this glass stuff is way more than I could ever ask for. And certainly a lot more than the steam gauges I flew with for the majority of the years I have flown. If Aspen does go under, it will be a shame since it just strengthens Garmin's hold on the market. Competition is a good thing. Aspen does have other eggs in their basket, so hopefully they remain financially viable. And I do think that if STEC, L-3, Avidyne and Aspen were all owned by the same people, Garmin would have some solid competition. By being separate companies they are all ripe for individual competition losses against the market juggernaut.

I believe this is an attempt to eliminate Aspen & potential future Dynon competition. I have been to avionics shops lately (I know, I am a junkie) and every TXi I saw being installed was going into high end planes (Bonanzas, Aerostars, Lances) and for owners with deep pockets (all of the Bos were getting G600s installed as well). I didn't see one Piper or Cessna getting a TXi, instead, I saw G5s and the occasional Aspen. The G3X is clearly aimed at Aspen. And I think the G5 is an expendable or niche product (backups or for the really cheap owners). Where I think Garmin's Achilles Heel in their approach is limiting the G3X to digital products. Maybe that is the bone they are throwing Aspen or something they don't think there is enough business to get the certification for. When you throw in an autopilot, things change. Without the GAD 43e being an option, is their intent for owners to rip out their working BK, Century and STEC autopilots to toss in a G500? Also without the GAD 43e, there isn't any legacy support for the other analog Nav/Coms. The Aspens will display a King 155's output. but from what I read the G3X won't. So what are your options? Go with the TXi (maybe that is their carrot) or upgrade your analog stuff to their new offerings (GTN 375) and other digital products (GNC 255). I am betting on the latter.

It should, it comes down to what this 20 amp standy-by alternator will handle and how much will depend on the extra power coming from the battery. I just don't know how much juice the landing gear pulls during extension. It is protected by a 20 amp breaker, so it will probably be in the 10 amp range.

How are you getting tension on the nosewheel?

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Sure looks like they are putting the stick in the sand. Our autopilot or else...