cliffy

Just replaced the battery in mine after many years and then not taking a charge. Works fine after new battery

Found an interesting airport out in west Texas below Ft Stockton with no aviation plot anywhere on any map/chart I can find. No name, no nothing, yet it is pushing (by my guess) 7,000+ feet with good asphalt and full IFR runway markings but no IFR approaches I can find It is literally in the middle of nowhere with no paved roads nearby. No houses, no hangars nothing There is what looks to be a paved ramp north of the runway and a dirt staging area to the southwest. Its directly below Ft Stockton with a lat/long of N 30 18 '55.7 w 102 49' 29.3 North of 90 east of 385 Rwy 9-27 A couple other ranch strips out there but nothing this size or direction Men in Black? :-)

OK Thanks for replying My eyes just read it a lot easier New Mexican Mexican food is a lot different than Calif Mexican food :-) And it always comes with sopapillas!!!!

Satellite movement (degrees/min) on a constellation that is about 450 miles up must be interesting to engineer for considering the antenna (in an airplane) and the satellite are both moving at the same time. After reading on how the stationary antennas actually track (active not static) it makes it an even more interesting subject. Hadn't thought about side lobes Cut a few Smith charts while airborne way back when. All my antenna design and experience goes back 50 years ago when I was working for an ECM company during the Viet Nam war. All our magic stuff back then is Model T stuff today- not applicable I guess. We put every antenna on the F-111 and the jammer antennas on the B-52 when they were getting shot down. Interesting story on the delivery of the first of those antennas but for another time.

Smart move

I flew one in a Navajo 45 years ago and it worked fine I took out my Accutrac for my Dynon install and Aerocruze 100 A/P It works fine also. I have almost 2 complete Huff & Puff A/Ps in boxes that will be going up for sale in a few weeks to the highest bidder :-) Along with all the radio stuff I took out.

What is the transmit power of a cell phone in MWs and what is the transmit power of a mini starlink? Just did some looking- Hand held cell phone radiates about 1 watt but the Starlink mini consumes 40-60 watts (5 amps @ 12 volts) That's consumption not radiated output power but they don't measure radiated power the same way as a cell phone BUT a cell phone doesn't "consume" 40 watts of power either. Anyway you look at it Starlink has a much higher RF output than any cell phone (due to antenna distances needed) And there's been no frequency interference testing with our microwave radio units Also Starlink does not publish the front to back ration of its antennas

I'll be looking for you I should be at the next 2 or 3 Saturdays :-) I had my Mooney based at HND for 10 years When it was a small one runway airport

The factory did supply a conversion kit for retractable gear on the D Mine has a notation on just that. The D came out with stiff gear and a wooden fixed pitch prop. There were around 250 D models (the TCDS has the correct number but I don't have it handy). IIRC there are only 2 stiff gear Mooneys still in the registry and only one flies. Again IIRC Mods that might affect the CAS stall? Vortex generators BUT the control is "original certification" not after mods. It would be a small niche of pilots affected by the MOSAIC rules in a Mooney but for those who would be it would be a big deal

I hate oil leaks! I want my engine to rust away from the outside not be preserved in a bath of oil! :-) My guess is the rocker cover drain tubes hose couplings above. Just found my prop governor cap leaking on last trip so off it comes next week in annual. Antique airplanes take constant maintenance just like old Rolls Royces !! :-) Don't fall behind on the job.

Probably the smartest move but be aware you may know more about the subject than the one you talk to so YOU may be doing the educating at first

One has to remember that in the FAA - crap runs downhill! Everything, and I mean everything starts as how it affects the 121 world and then and only then rolls down hill. You want just one example? ADSB 60 years of dealing with them If you have trouble with the metaphor I can clarify

I would suggest what is on the airspeed indicator is not the "controlling " document. It still comes down to what ever the manufacturer published in the Operating Manual. If the manufacturer didn't list a CAS speed then one needs to follow what the FAA "suggests" to determine same. Any other way won't be a problem UNTIL it is a problem. Say you have a runway excursion that involves an investigation and you are flying it as a Sport aircraft- Do you think that someone MIGHT look to see if it really is a legal Sport airplane during the investigation? I'm willing to bet someone in the office might look into that. Later POHs do list CAS but not our earlier ones. Time marched on and left us behind. In addition- one can't just take the IAS stall speed and do a direct conversion to knots and call it CAS It don't work that way All that does is give the MPH IAS as KTS INDICATED AIRSPEED not Calibrated Airspeed

For those interested 43-9 was just revised allowing A&Ps to sign off on 8130s for parts and repairs. In the past some shops and IAs would not accept an 8130 with an A&P sign off because the AC only mentioned Repair Stations Now that has changed (attached below) The AC is probably deeper than most any owner wants to read but IF you have a shop not accepting an A&P 8130 you might refer them here The AC really does have (starting on page 3) a real good synopsis of who and what records are required by the owner and A&P. AC_43-9D Maint Records.pdf

Can the font setting be changed to Comic Sans and set as a default setting for all responses by me?