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I'm trying to drive two devices off a Garmin SL30 nav radio. Has anyone had success splitting an RS 232 signal? How did you do it? Thanks

It’s worth a try.

The Agenda for Mooney Summit X - 2025 is now posted. We have some great speakers and insightful safety topics with great vendor and owner/pilot participation. Hotel deadline is August 11th and Early Bird registration ends August 15th. More info, registration and hotel reservations are all at www.MooneySummit.com. Don't miss this year's event! Hope to see many of you in Tampa... --Alex

The Agenda for Mooney Summit X - 2025 is now posted. We have some great speakers and insightful safety topics with great vendor and owner/pilot participation. Hotel deadline is August 11th and Early Bird registration ends August 15th. More info, registration and hotel reservations are all at www.MooneySummit.com. Don't miss this year's event! Hope to see many of you in Tampa... --Alex

The first instance sounds like vapor. Js do get vapor in the fuel lines. Most of the time it doesn't cause a problem but LOP at high density altitude it can cause roughness. You can see it in the fuel pressure fluctuations if you have a digital engine monitor (the factory gauges seem to filter it out by accident or design). When I used to fly float Beavers Part 135 we only filled the rear tank for long flights and it was considered poor form to leave any gas in it for the next guy that might have a heavy load. So we would run it dry by watching the fuel pressure and when it started to drop you had a few seconds to switch to a tank with fuel. Once I got distracted by a radio call and I can tell you that pax HATE it when the engine quits. I know that Deakin advocated it, but I just don't see any reason to run a tank dry in flight. My CiES fuel senders are plenty accurate.

You are trying to make sense of civil litigation. A civil jury is a wild thing, don't even have to get a unanimous decision in some cases. Just sympathy.

I loved to read those when I was searching for a Mooney

I suppose this may not apply, but my 550tn states need to be at least 100 rop, or 50 lop. I usually fall around 75 lop, at 15 gph-ish. That is wot 2450 rpm, and she moves. I really have never checked the rop speed numbers. LOP is 175 tas ,so I am good with that.

Thank you @Ricky_231 Agenda for Mooney Summit X - 2025 is now posted. We have some great speakers and insightful safety topics with great vendor and owner/pilot participation. Hotel deadline is August 11th and Early Bird registration ends August 15th. More info, registration and hotel reservations are all at www.MooneySummit.com. Don't miss this year's event! Hope to see many of you in Tampa... --Alex

Nice! Similar incoming on my panel. 2 g3x and adding a 650 , w/ audio and transponder remote mount. Also gfc500, Around $ 90k . Geesh. The last panel upgrade I did , did yield full cost at sell, silver linings I suppose.

That's exactly what I thought as I listened to a lady and a gentleman repeat "100LL is not coming back to the airport". I just popped open flightaware and saw 3 airplanes doing touch and go at the airport and I'm 110% sure they were burning LL. Lol I wonder if they know that not having 100LL is worse, as airplanes have to fly for a top off.

Nice! Way better

I have the official Mooney Drawings and materials list so these will be build to print and they will have (2) holes for the pedals, that are marked but not drilled which will satisfy the OPP requirements....a friend of mine is looking to fabricate them, waiting on prices for both 1.5" and 3". IF you want/need them sooner, there is an individual on this site that currently makes them for $300-ish a set, I'm sure he'll reach out to those interested.

I’m very thankful I’ve never had a non pilot passenger on board during an inflight anomaly or emergency. I’m certain I would be far more distracted by the passengers reaction that the emergency itself. You’re brain is so occupied and busy when something happens you don’t seem to have the bandwidth to panic. Seems like a form of self protection. Appreciate you sharing the experience. So far, I’ve never run a tank dry and don’t want to.

A friend of mine is just now overhauling his TSIO-520, not an NB though. It is in his P210. He had close to 3,000 SMOH on it.

No longer in service

None of that has to do with putting fuel in an airplane. they made a fuel available, but did not force you to use it. the city and its issues with the FAA have nothing to do with who put what fuel in what airplane. Only what fuel was or was not available. Those issues are not the same. it’s a nothing sandwich. You will see. crashes happen all the time. Nobody goes after the county because of a proper and legal fuel they had available. if I put diesel in my car, that’s for me to know if it’s compatible or not. The gas station (or airport) is a point of sale - nothing more. I also fail to see how a fuel could cost 600k in damages. I haven’t seen any information about this 421, but it doesn’t make a ton of sense. even if it requires brand new engines, that doesn’t equal 600k. it’s still just the same 3 people in this thread making extremist arguments that don’t really match reality or how the legal system works.

I want to thank Avid Avionics for such a great job and service. They completely redid my avionics and electrical. I now have over 50 hours behind this panel and it's everything I hoped for. Steve and Reese did a great job. SALEM LOCATION SALEM MUNICIPAL AIRPORT (SLE) 2890 25TH ST SE SALEM, OR 97302 (971) 332-9699 SALES@AVIDAVIONICS.COM SALEM MUNICIPAL AIRPORT (SLE) 2890 25TH ST SE SALEM, OR 97302 (971) 332-9699 SALES@AVIDAVIONICS.COM

Don't think so. One because the County is derelict in its duty to its grant assurances, two it is on constructive notice of the issue three and finally and most importantly the county has been hostile to the airport users because it wants to sell the airport to developers who have given a whole lot of money to county commissioners. They don't arrive at trial with "clean hands" in fact, very dirty hands. I can see a big judgement for the C421 and if a crash happens, the ambulance chasers will go after the deepest pocket and that is the County of Santa Clara. I lived there for 40 years, I even served on the SJC airport commission, I know stupidity thrives at the highest levels there.

Yes, anytime you run a tank dry, you may want to switch to that tank after you refill it, and start it up on that one to purge the air from it.

This is yet another example of local govt s^$#heads trying to be holier than thou and "lead" the good fight to becoming a complete nanny govt with complete absence of common sense. Govt officials love to impose nonsensical mandates so long as they are exempt from such themselves. Look at COVID restrictions in the Bay are few years back and how the govt officials, including the governor, flaunted their disregard for the very restrictions and mandates they imposed on everyone else. Rant off

Here is how it came out!

After a fuel stop enroute to Florida, 10 gallons in I switched tanks and a few seconds after the switch the engine started to stumble. The fuel pressure gauge dropped so I immediately turned on the boost pump. The stumbling continued and fuel flow was erratic. I enriched the LOP mixture because the engine doesn’t like to relight LOP. Eventually normal function resumed. On the previous flight on the way to the fuel stop, I inadvertently deliberately ran a tank dry. Running the tank dry was deliberate but the moment it happened was a bit unexpected. I was about 10 minutes from beginning my descent and expected to switch the tank at that point before it ran completely dry. When there isn’t a lot of gas remaining, I want to arrive with everything being usable. What made it worse was my passenger flipping out over it which startled me much worse than the tank running dry. I immediately reached for the fuel selector and flipped to the other tank and turned the boost pump on. Anyway, the surprising thing was the engine stumble after refueling. Well duh, there was still air in the line from running dry on the prior flight. I’ve always been taught not to switch tanks right before taking off or critical phases. And this was a very good reminder why! So, just a reminder that you can have some engine stumble not only when running a tank dry but also on the subsequent flight when you switch to the previously dry tank.

Anyone can sue for anything they want. None of it matters until someone wins or loses. I suspect if they do sue, at least the government side of this gets thrown out. again, nothing sandwich. I’d also like to see where insurance is coving this and what exactly the damage is.

What is so stupid about Santa Clara County wringing its hands about leaded fuel is KSJC, 4 miles away is selling 100LL so the airplanes burning lead overhead, not to mention Hollister and other Bay Area airports. It's beyond moronic.