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90 hours? Jeesh

If you have the stock fuel senders cleaned up and IRAN'd, it's just as accurate as the CIES senders. they are infinitely variable 0-32ohm resistance, but in series, so 0-64. Ours rounds to the nearest gallon but the ipad shows .1 gallon resolution.

It's very tanasient and hardly measurable, it falls under "too small to bother or notice"... I wonder if it's aerodynamic that relates to the relative angle over which main wheels and front wheel move? or layout of doors? all 3 wheels are connected to same piece, they go in sync but move in 3 different directions I would have blamed some mysterious gyroscopic mouvement (from high spinning wheels), however, we usually press the breaks before retracting...

There is one seal I have for the Mooney original and silicone version SHOWN i have no idea of what you have installed

Your thickness is not correct We have silicone foam .250 ams3195 sponge We die cut it I won't use or sell Epdm rubber

The gear in my C moves too quickly for me to notice anything. But I do feel a small thump as they lock Down.

Question for Guy- @Gee Bee Aeroproducts- How would I know which would apply to me? The only thing I can tell about my current door seal is that in some places, it’s very tight but in others there’s a fairly big gap. Is there a way to “trial fit” the seal so that I don’t glue it wrong? Thanks!

It’s got to be aerodynamic. The only CG change would be the forward movement of the nose gear and that cannot be very significant. Also, I would think that a CG change would cause a need to retrim and this just seems to be a transient effect while the gear is in motion.

And it’s Knots Calibrated Air Speed , not KIAS. KCAS is approximately 2 knots lower in clean configuration at those speeds than KIAS. This tripped up my interpretation of the new regs. all the stall charts and the green line marking on air speed are in KIAS because that’s what you measure and see while flying.

I have the Slick start unit also, and a Skytec starter… not sure whether it turns over that fast, never considered it. Anyway, the Slick start is great for hot starts… I do wonder if it’s somehow involved, in that you can get the engine to start catching when ordinarily it wouldn’t (and therefore you can have the impulse engaged, then unengaged, then engaged again in succession if it’s a bit unstable before it finally gets going fully)

Well fortunately a few engine shops responded quickly and the prices weren’t as bad as feared. Western Skyways is going to handle the IRAN this time.

Since the discussion is about antenna suitability for an application, it's the BW of the antenna that matters, not the signal, and whether the carrier frequency of the signals of interest fall within the usable BW of the antenna. We know that all of the relevant signals are relatively narrowband compared to the carrier frequency and antenna passband, so the signal bandwidths aren't really relevant other than they're narrow enough to fit in their assigned channels and not interfere with each other and therefore fit in the antenna bandwidth. e.g., transponders listen on 1030 MHz and transmit on 1090 MHz. ADS-B uses 978 MHz (only about 8% off the center of the 1030-1090 pair, and only about 5% from the 1030 MHz interrogating signal). ADS-B also uses 1090 MHz, which is right in the band of interest for the transponder antenna. The antenna would have to have a fairly (unexpectedly) high Q to attenuate the 978MHz signal very much, so it should work pretty well for listening to either ADS-B frequency. The bandwidths of any of those signals don't really matter, just their carrier frequencies. DME uses 960-1215 MHz, which covers all of the ADS-B and transponder frequencies, so a DME antenna should be suitable for listening to any of it. Many suitable antennas with TSOs are shown as being interchangable as either transponder or DME antennas. Again, the signal BW doesn't really matter, just that the antenna response BW is wide enough to cover the desired applications.

Not a thing, IMHO as an EE. The reality here is that these antennae we are discussing are NOT high-Q; i.e., they are 'broadband' enough and easily handle the bandwidth required by the modulation schemes used for both the transponder and ADS-B. As @skykrawler said, 'no reason to replace an antenna if it's working properly' I doubt most antennas 'fail'. Rather, the coax, connectors, and connection to the ground plane deteriorate over time.

LSA airplanes do not go through the same certification process as those in the normal category. It will allow a lot of new airplanes to be sold as LSA that were currently sold as "experimental" yet came in fully assembled. I anticipate the the rules will eventually be changed to 61 for pilots as well; it doesn't make sense someone to go get their LSA certificate, call up an airplane dealer and buy an LSA, only to find out you need a PPL to fly it.

I’ve noticed that too. Is it aerodynamic in nature or related to the change in C of G?

I guess I’m a bit confused why people are referring to the carrier frequency when discussing the bandwidth. The modulation around the carrier defines the bandwidth so I could easily define a system that used the same carrier frequency (1090MHz, 978MHz, etc.) but used very different bandwidths based on the amount of information I need to transmit, the modulation scheme, the encoding scheme, etc. I’m not saying that old antennas aren’t good for new transponder plus ADS-B systems but discussing the center frequency instead of the bandwidth confused me. What am I missing?

Looks like mine is not. What's the point of having a rule that says the plane can be 61 dirty stall but the pilot can only fly a plane that is 59 clean?

Some money are. My J is eligible while some of the earlier and later models are not. You'll have to check individual POH to see whether a particular airplane Vs0 is 59 KCAS or less. This thread, and another referred in the 2nd post here have a lot of good info.

I'm also going to go to a paint store so that I can look at different colors. I'll have some samples mixed in a can to make it easy on myself to spray some sample. I'm very big on trying the paint and I've learned to spray a larger area to see if I like the color. Phantom looks to have a beige based on the can top, I'm looking for super light grey. Good to know that sailcloth will be very bright white. The leather for the seat is the same you'd find in Lexus, a light gray. I'd like to have the cabin as light as possible, the vertical carpets will be a grey close to the seats with matching floors (although I considered black for the floors).

Are Mooney's allowed under the new light sport rules? https://www.aopa.org/news-and-media/all-news/2025/july/22/light-sport-rules-expand-dramatically

I have 500 hours on my 3 2019 servos, no issues yet FWIW.(knock on wood)

My 28v M20J has a 10A cb, no fuse, and no dropping resistor to the original cigar lighter. If it is not in the schematic I would remove it. The cb protects the wire.

You might order a couple of cans and paint a couple of pieces of cardboard (foamcore works great) to see what you like. It’s hard to tell from the little color swatches and if you are only looking at it online it is impossible because of the variations in screen color rendering. Sailcloth is very bright white. I used Phantom white which is close to the original off white color.

If it does, it's installed incorrectly. One advantage of DIY is that you can position the valve precisely as it should be, which is NOT pressing against the hub.

That makes so much more sense!