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Andy95W above probably has the right solution for longevity. And it might be easier to install than replacing the original. So (of course) I didn’t do that. Aircraft Spruce sells 1/2” thick felt sheet. I think I ordered a 1’ x 2’ piece. Although the much of the original baffle seal was installed with staples, the felt can be installed with pop rivets and back-up washers with good success.

I am not joining any club with folks from Alabama.

Sounds good to me! As a fresh retiree, I find myself with gobs of free time but suspiciously little flying so far. Of course, it is kind of hot, and hurricane season is a-comin.

We made more progress today with a ferry permit to fix a few more minor details.

Just to expand on what Eric said. The octane number has no direct impact on how much power your engine makes. It does have an impact on how much power your engine can make. A higher octane fuel allows you to increase the cylinder pressures and temperatures without detonation. An engine which is tuned for a lower octane fuel will not make more power if you use a higher octane fuel. You have to re-tune the engine to use the higher octane. Most modern EFI and electronic ignitions will monitor the engine knock and advance the timing until it starts to knock, thus increasing its output power. If we had this type of ignition system on our engines, it wouldn't be able to make the same power with lower octane fuel, it would only be able to roll the timing back until it stopped knocking. So there is no real advantage to a modern electronic ignition system with regard to full power operation. It can't do any more than just retarding the fixed timing, which is set for full power operation. An electronic ignition can increase the efficiency of the engine at low power operation.

Okay. I’m calling BS on this one. There’s no way that plane was flying within the weight limits given the size of the pilot’s massive balls. Mad respect!

And, we should have asked which app you were using.

Ya got that poster up in your hangar as a confidence booster for passengers?

As a part-time resident of Lower Alabama (St. George Island, FL), I'd welcome such a group. The Florida lunch group gatherings are often too far for me. -dan

When I made mine, I just match drilled it with the one from the other side. It fit perfectly. The only difference is the direction of the bend.

Thanks everyone. Found this from Garmin: "From Garmin: Thank you for contacting Garmin International. The GTX 345 ADS-B weather and traffic data is only able to be displayed on the Garmin Pilot and Foreflight Mobile apps. AVARE does not currently hold a licensing agreement nor the capability to display Garmin data within their app. The only option you have for Android-based devices is the Garmin Pilot app (ForeFlight is not currently Android-capable). We provide you with a 1 month free trial upon download, then our app starts at $79.99 USD/year. Best Regards, Garmin Aviation Support" In this Google Group: https://groups.google.com/g/apps4av-forum/c/A6TlMrzjeRs So that may be that. Gotta love Google . . . even if it is monopolistic.

Procedures were improved after the previous incident... prior to that, participants did not have to demonstrate proficiency every year at a Caravan clinic, or equivalent, and an experienced Mooney owner & pilot was "vouched for" and allowed to join the group in Madison. Bottom line, he screwed up but fortunately nobody was hurt. After a thorough investigation, the rules for participation were changed for the better. Clinics were standardized, and I think overall the level of professionalism and thus safety has increased tremendously. Can something still happen, sure, but I would suggest the chances are much higher on the Fisk arrival or in the non-standard OSH VFR patterns than on the modern Caravan arrival. I think the Clinics will train to proficiency or weed-out those that are incapable of the airmanship required, or don't have the right attitude to do this safely before they get to Madison. I'd rather arrive with 50+ of my trained and proficient colleagues AND with the airport closed for our arrival than get in the random conga line and have line-jumpers, un-planned chaotic holds, very high performance base-to-final turns, runway incursions, etc. The basic element is a 3-ship in fingertip formation, and those are repeated down the line for as many as it takes, so no sloppy echelon or loose gaggle like the early days. Generally the elements are grouped with folks that have flown together in their own regions/clinics, but nowadays since the training is standardized, pretty much anyone can plug-in and be safe. The performance profile accommodates C's and G's with OSH loads, or TN's. It works. I won't fault anyone for their desire to keep their pride and joy away from the risks associated with taxiing and camping at OSH. We all know there have been prop strikes, thunderstorms and hail, etc. up there throughout the years. With some coordination, it might be possible to fly the Caravan arrival, and perhaps break-out for pre-arranged hard surface or hangar parking on the field, or simply taxi back and depart for FLD or elsewhere if you want to experience the camaraderie but minimize the risk once at OSH. So far I've been fortunate with my taxiing & camping experience, but I have left earlier than planned more than once to avoid predicted weather... For me, the risk is well worth the fun having a base camp full of Mooney people and planes in the N40. It makes the OSH experience 2x the fun.

Skip, I don’t think this is true (although I believe you are correct about 105% of the time). At least in the G1000 I fly with a gtx345r, the BT connection is directly to the gtx. The g1000 doesn’t have bt. In your g3x, its a different story.

I think the Mooney Caravan is one of the most professionally run, most organized and safety conscious groups I have had the privilege of flying with. I've flown into Oshkosh with them a number of times. No one is permitted to participate without training. My main reason for not flying the Caravan the past few years has to do with my weekly logistics, the fact that I don't want to taxi on grass, and I want my airplane hangared for the week. As such, I land in Madison, rent a car for the week, and drive through some beautiful country for an hour and fifteen minutes on my way to Oshkosh.

There were 52 Mooneys in the mass arrival this year. It was a very smoothly done arrival by all and we had great weather! I've flown in the Caravan the past 3 years and have only seen professionalism and proficiency. Never have felt unsafe or uncomfortable at any time in the Mooney or Beech clinics or at the Caravan. It's an awesome way to spend Osh, meet other Mooney pilots and their familes, and explore the amazing craziness that is EAA Airventure! I joined MooneySpace shortly after the issues in 2019 (didn't purchase my Mooney until 2021). I think there was a few vocal MS posters that were very openly critical and at times provacative to some of the long term contributors here. I know it frustrated several of the guys I fly with to have criticism directed at them just because they were openly fans of formation flying and/or were a part of the Caravan. The unfortunate effect is that MS lost several amazing Mooney contributors in that process. Don't think they'll be back, sadly. But in my experience, formation flying has increased my proficiency, increased my flight discipline, improved my stick and rudder skills, and I've met many good friends in the process. ...and regarding Caravan vs Fisk arrival...no question the Mooney Caravan all day everyday and definitely on Saturday! DISCLAIMER: I am not on the Mooney Caravan board or any administrative role. But I've flown in the Caravan as a wing for the past 3 years and have attended formation clinics. The comments above are mine and reflect my personal impression.

So am I. And the warbirds guys are drooling for it, as it allows full rated power on those engines that were designed to run on 115/145.

Looks like he made it to Japan. Impressive.

If you're trying to use Garmin Pilot, you must first pair the Bluetooth devices in the phone settings, then go into the Garmin Pilot app, go to Connext settings, and select the GTX345R to connect to. If you don't do the second step in the app, the devices will show as paired but will never connect and show ADSB and traffic data. Took me longer than I'd care to admit to figure that out when we got our GTX345. Works the same way pairing with a GTN or other Garmin device, by the way. Hope that helps.

If the GTX is connected to the G1000 via HSDB, then the Bluetooth connection is controlled from the G1000. If it pairs and doesn't connect it could be a signal strength issue and I would try removing the tailcone access panel and holding the phone near the GTX and seeing if that works.

Unless there’s a newer model of the g1000, there’s no way to connect to it directly, at least bt or wifi that I know of? The g1000 meridian i fly has the gtx-345r as well, and my ipad connects directly to the gtx-345r. There’s no connection to the g1000.

In the southwest some of the places you fly to may not have other people, let alone bike rental.

They don’t have to be the original felt, actually the modern silicone baffle material is far superior but will take more time to make it right. Picture below is an example of how to seal around the starter.

Nice thanks for this info.

BDS is real… I don’t think 100LL is a significant environmental issue. However, the writing is on the wall… 100LL’s days/years are numbered, especially since those who seek to ban it will be minimally affected by its absence (e.g. non flying public and politicians who prefer to burn tax payer purchased jet-A). It’s not GAMI’s fault that they have what appears to be the only currently viable “drop in” thus far. I am sure George had his reasons for going the STC route. I don’t know what they were, but my guess is it had to do with politics and process. Why else would he bother to go through the STC certification process twice rather than work within the PAFI framework. Good for him for going his own way. He still has a tough row to hoe. I won’t be buying an STC unless/until G100UL is readily available in my geographic area. Do remember that any company that crossed the finish line 1st would be in GAMI’s situation. It’s not like some dark, insidious force is pushing for their monopoly. It’s simply a function of a small, agile, firm grabbing the ring first. I’m all for competition. Unfortunately, UL94 clearly has issues…unless you think George Braly and his evil minions sabotaged the UND trial. Given that 94 UL has failed to meet expectations. I’m pretty dubious that they’re going to get to 100 in the near future. Being that you’re in “Kalifornia”, as you’re fond of saying, I hope you have alternative plans for your airplane because there’s more pressure in your area than anywhere else in the country to prevent you from purchasing 100LL. It’s odd that you have no gratitude for the fact that someone has actually taken the risk, effort, investment and time required to develop an unleaded Aviation fuel that is likely turnkey in your current aircraft and also feel compelled to call those that do have gratitude, “fanboys”…

I've done some basic formation flying with another friend and a mega hour CFII (ATP, bla, bla, bla) guy doing the teaching. And I think I got pretty good at it. However... I would NEVER join any kind of large formation flying group going into OSH (or anywhere else). Sorry, I know a lot of guys get excited about it and the group doing it thinks they're doing the needed training and are covering their bases..... But with that many GA pilots of varying skills, the potential for something happening is VERY high. I'm somewhere around 2,600 hours and I still don't think I have the skills to partake in something like that. I'm not a military pilot and I don't fly formation mega hours a year. Just trying to fly into OSH single file and getting instructions causes many a pilot to blow it. Then you put them in a situation where they may not be able to turn left, right or either way.

There seems to be a number of active folks here in GA and AL and probably some in nearby states I am missing. Why don't you guys get together occasionally like the FL folks? Too busy? Do that through a different org?

I think if you get that installed and working in 3 days, you should buy a lottery ticket to go with it! That is if you can still afford one…

I verified the book speed of my little C--at 1200 msl (1000 agl), WOT / 2700, Full Rich, it will indicate 165 mph, which is what the Owners Manual shows for sea level. I have a fixed step on a square shaft, a towel bar antenna on the tail, and two antennas on the roof, plus a short ball antenna on the bottom but outboard of the one piece belly. And a 201 windshield and wingtip. Then there is that big Hartzell 3-blade prop . . . . And I'm certainly no highly-trained test pilot, but it was pretty close to standard conditions when I did it. I was based without fuel, had to fly just over 10 miles so generally went at pattern altitude. It helped that the runways pointed at each other, both 13/31 and slightly offset so that taking off from home on 31 and flying straight out out me in downwind for 13. So don't go too far out dreaming up special requirements for the J to actually hit 201 mph.

I really like FF and don’t mind paying for the basic version, however, I believe (but haven’t tried this), that if you load FF or GP without a subscription, you can still get weather and traffic on either an expired map or maybe just a basic aviation overlay if you want some access to the data. The subscription just enables the chart updates. Again, I haven’t tried that, I could easily be wrong…

And this from the website of the developer of Avare: "Compatibility Below is an incomplete list of external GPS & ADSB devices known to be compatible with Avare. Most standardized devices work well with Avare, but this list of tested devices may be helpful to review for choosing a device. Many other devices beyond those listed below that are designed using industry standards might work perfectly with Avare but have not yet been reported or tested. Please contact us if you’d like us to add to the list a device you know is compatible. OEMs are also invited to contact us about adding their devices. Note that this list may be out of date, and vendors may change their hardware designs making them incompatible. External GPS/ADSB known to Compatible with Avare Stratux open source receiver (Port 4000) Stratus (Recent) receivers may work Dual XGPS-170 & XGPS-150 iLevil SW Lynx NGT-9000 Freeflight Systems FDL-978-XVR (Panel installed) Freeflight Systems Explorer- Skyradar DX" Guess I could have done a better job of researching before I started this thread. Thanks anyway for all of the useful suggestions.

That probably won't work as Garmin Connext is not listed on their compatibility: https://www.apps4av.com/compatibility.html

And it spoils over time, i.e., it has a very limited shelf life. Many of my racing friends around here have been running ethanol blends (usually E85) for many years, buy it by the barrel, and have to very carefully plan when to buy the barrel and manage their consumption so that they use it fast enough that it doesn't go bad. For those wondering why ethanol is desirable for making more power when the energy content is lower, if you pump more of it in (with larger injectors) and tune appropriately, you can make significantly more power with it, even with an NA motor. It runs cooler, too, so there's some win-win. Since you need to flow more of it to make the power, your tank doesn't get you as far, but if what you want is output power it's a good way to do it. The gasoline/ethanol blends wind up with higher octane numbers than running either by themselves, so it's a popular way to make more power on a track when the rules allow. The downsides are significant enough to keep it out of general use, though, especially the material compatibility issues, which also seems to be one of the significant concerns with G100UL.

Alaska rules

I liked idea of having a proper audio panel and bluetooth sound streaming. And I was planning for two navigators. I didn’t think Dynon radio would work well for me. If I only had one GNS, I would probably go with Dynon radio.

I think it was roughly 3-4 weeks for me. The lead times were longer. Two things about Jesse: - he will give you upfront estimates and won’t move them - very helpful for budgeting - he will work with you on optimal setup for your needs

Very true. But in this case the issue is if you connect to the Remote GTX, which I do not believe you can in a lot of installations. (Sure there are some where you do connect directly to the GTX.)

I have a different kind of plane with a G 1000 and GTX 345R. After getting it I learned that they have to turn off the ahrs in the GTX 345r config. I would guess there is also a config setting for sending out the traffic and weather. Mine does work, so yours should be able to as well. As an aside, you probably have ADSB weather on your G 1000 as well now. You would have to select that over XM (menu button on weather datalink page). I leave XM on my G 1000, and then I can compare it to ADSB weather on the iPad.

it isn’t rpm that causes ring flutter damage so much as very low MAP; especially such as a closed throttle idle power descent. The issue comes from allowing the prop to turn the engine rather than engine to turn the prop. In so doing it reverses the normal stress on rings and there isn’t sufficient combustion to seal the rings. A long closed throttle descent can and has damaged engines in the past. But any MAP below 15” will put you into the territory of the prop driving the engine. This is why both engine manufacturers say not to reduce MAP below 15”. To further clarify the misconception that RPM is damaging to the rings, the reason why we pull back RPM in order to make a faster/steeper than normal descent is to slow down or come down faster without having to pull the MAP to lower than 15” where we have the prop driving the engine - which is the damaging cause. First symptom is usually very high oil consumption. Sent from my iPhone using Tapatalk

I recall an issue with getting enough signal from the tail through the metal panel. Based on others' experience, I had a plastic panel installed. Maybe a red herring if you had an identical model in the same location before. But if you relocated it, maybe an explanation...

Just an fyi, He specifically answered that question from an audience member in the talk at Osh that he went that route because he felt going to the ASTM would basically be stonewalled.

Nope nope nope. It's one thing to have some misfortune, breakdowns, turn of lucks, etc. One might have an unexpected lightning strike that fries all of the panel mounted electronics. Was that really why he was only relying on an ipad? I listened to the atc comms and he declared how one tank was dry even if it showed 1/4 full. Is that what usually happens to everyone? Of course it's easy to judge and condemn pilots while sitting in comfy chairs and sipping coffee, but if a VFR pilot gets into IMC due to lack of wx briefing (thus excluding sudden developments), or if someone wants to wing an IFR flight with an ipad only as the main device, sorry but a huge level of criticism is due and these people need to be either educated or just excluded from flying aircraft. As for the other pilot who ended up on the power lines... I recall from atc comms that he was 500' below minimums... I personally know people who flunked IR check rides and IPCs both in Europe and US for going 20' below. You cannot just not address this because "nobody died." Of course, if one encounters mishaps or bad luck, and things take a different turn than planned, of course, then you gotta do what you gotta do to land safely. Other than that, we need some accountability.

1) GAMI does NOT make fuel. They license a formula to ANYONE who want to make it. Right now, there are 4 US refineries making 100LL. With G100UL, anyone can buy the ingredients and blend it. 2) ASTM does NOT approve anything. ASTM publishes a standard that you can follow to say your product meets ASTM Standard XYZ. It doesn't mean ANYTHING else.. There could be an ASTM standard for Irish Coffee. And all that would mean is that if you make it in accordance to the standard, you could advertise your Irish Coffee is made to the ASTM standard. That doesn't mean it will taste good. 3) Read the history, GAMI has gone above and beyond the level of testing when 100LL was developed. 4) Maybe. The profit per gallon of AVGAS is higher than for MOGAS. Since you don't need special equipment and handling to deal with potential lead contamination, anyone can blend it. So more people making is is more competition, which can lead to lower prices. Also, one large component of the cost of AVGAS is transportation costs. Right now, my home field has to get 100LL from over 250 miles away. I think I heard that the rate is around $4 per mile. And the tanker has to go back. So $2000 added to the cost of the fuel. If a closer refinery is blending G100UL, it would be in the tank at the FBO for not much more than 100LL being trucked that far. 5) GAMI has been FLYING G100UL for many years in many different airplanes. The Baron you are talking about is being done by AOPA, NOT GAMI. And it not a "test" of the fuel, it is a public demo of a fuel that has been well tested.

My ‘76 C had a three blade when I bought it. The vibration was noticeable at all rpm’s and like you mentioned, similar to older airplanes that lived on a school flight line I had flown in the past. One thought was a three blade prop is out of “sync” with a four cylinder engine. One thing to try is remounting the prop 180 degrees from its current position. That has helped some folks. What I did, and really only because my income was much higher then currently, was buy a new two blade scimitar prop from Hartzell, replace the engine mounts, and then had the prop guru at Maxwell’s dynamically balance the set up. REMARKABLE difference. Plus I never liked the three blade. Besides vibration I thought it was slower at cruise although quicker off the ground through the first 500 feet. Vibration is fatiguing for the pilot and hard on the instruments. Try a dynamic balance first, check condition of your engine mounts, then maybe rotate prop mounting. If all else fails, work a WHOLE bunch of OT and get the more efficient two blade. What’s funny is the smoothest flying Mooney I experienced had the original inspection ridden prop. Like a turbine…

You are both correct in your assessments. I should’ve been more clear. I agree with. @EricJ that there is no leak in the tubing between the and the ASI. And I agree with you that the only other thing that could have failed is the sensing mechanism (springs, microswitch). If the diaphragm in the switch had failed, there would be a continuous leak, which would give you a low speed reading in the ASI. I have the old style sensor, which screws directly into the back of the ASI. The diaphragm in that looks like some kind of rubberized fabric. Over time and heat mine got brittle which affected its ability to flex and therefore the speed at which it tripped. My diaphragm also eventually developed a leak The newer switch looks like it’s made out of something much more durable.

Today was a big day for me! I passed the 3+ hour oral exam portion of the PPL test. Went out and preflighted, fired up the Piper only to watch the attitude indicator flopping around like a toddler on a temper tantrum. Logged .1hr on the Hobbs and shut it back down. Bummer. Rescheduled for the 17th. To be honest I feel way more confident about the flying skills than I did with the oral exam, so all in all I had a great day. Do you guys have any idea how hard it is to completely ignore the fact that I have a brandy new (to me) M20F waiting for me when I'm done?!?! I can only think about Piper Warrior and PPL, I don't have the mental capacity for both Also, Peggy Loeffler is a great DPE and from my short time with her, just seems like an all out awesome human being. Just thought I would share as its been a lot of buildup and anticipation to this point!

Updated link for those like myself who weren't here in 2019 and are trying to understand what some people are still injecting into unrelated threads. https://www.mooneycaravan.com/web/Mooney/Pages/Safety/2019.asp

I was at the forum at OSH. I thought the incident was described as well as could be. No one intended to have a midair. The mistake was wing getting in front of lead. Shit happens. The discussion was never intended to be a break down of the incident, but rather to address the things that led up to it, and what can be done better to prevent it. I think there was a purposefully confrontational nature presented by the poster above. You can't call someone a liar and expect not to get pushback. You also admittedly are biased. You said you were anti caravan and were not interested in changing your mind. As a somewhat experienced formation flyer in multiple airframes, I can 100% believe neither pilot knew there had been a collision. I know your partner thinks hitting an eagle at 300 knots is equivalent to hitting a rudder at 3 knots, but it isn't. Not only was I at the forum, but I was in the flight where the collision took place. A few elements ahead. One thing I can tell you is that it was bumpy. Very bumpy. I was flying wing on the right side of my lead. Not only did I never see the ground, I never saw my daughter sitting in the right seat. My eyes were on my lead 100% of the time. My right wing could have fallen off, and as long as the plane was flying normally, I never would have noticed. I thought the presentation was well done, addressed issues that may have led up to it, and ways to do it better. Formation flying is riskier than flying alone. Flying is riskier than driving. Driving is riskier than walking. We all have a level of risk we're willing to accept. Those of us that fly formation have accepted that risk, just as you have accepted the risk of flying instead of driving.