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Milk run to WLW yesterday and this bad boy landed a few minutes after us.

I emailed to Tinnerman with this photo. Hopefully, they can ID. Wishing you a meaningful and restful Memorial Day.

So I showed pictures of this before in my Mooney, I had the same thing done for my Aerostar, but I took it up a notch with inflatable Lumbar insert. https://www.amazon.com/dp/B0CJNX4Y6T?ref=ppx_pop_dt_b_product_details&th=1 https://www.amazon.com/dp/B0BCDCCLPK?psc=1&ref=ppx_pop_dt_b_product_details I bought a sheepskin seat cover from Amazon for about $50, and an inflatable lumbar pad for $16. I made a pattern to cut down the seat cover because ones for cars are far too large. I then brought both to an upholstery shop and for $150 I had the seat covers tailored to size and the lumbar pad sewed into the backrest. for about $300 I got covers with a lumbar support for both front seats. the Aerostar seat slides forward for entry so regular seat covers can’t go over the sides. but using this style in the Mooney is also great bc it doesn’t obscure your trim wheel or gear light.

There is a drawing of the plate that can be locally made. $3k is the we don’t want to make it, you should price. -Matt

In addition to following the Lycoming guidance, one piece of advice is to remove the cowling and do a very careful inspection of the engine as part of your preflight. You never know what you might find. I once discovered after an engine overhaul and my first test flight that half of the spark plug leads were only finger tight. If I had pulled the cowl before the preflight, I would have caught this before turning the key. There are all sorts of stories about people finding rags or wrenches or disconnected hoses after an overhaul. Get a bright flashlight and examine the engine like your life depends on it.

Probably a good reference for you would be the factory bulletin on the topic : Service Instruction No. 1427 C Lycoming Reciprocating Engine Break-In and Oil Consumption https://www.lycoming.com/content/service-instruction-no-1427c

Spokane to Carson City for a visit with the parents/grandparents. 15,000’ most of the way at 175ktas and 10.4gph. Awesome airplanes! IFR and had to stay low for icing across Washington, but Real pretty descending across Reno near Pyramid Lake and Blackrock “airport”.

There may be a voltage difference shown on the G3X between the batterie(s) and the GPU. e.g., the batteries may show 26V and the GPU may show 28V or something. You can try yours and see the difference. Don't switch while it's live, boot everything separately and see if there's a difference. If your GPU is decent and puts out 28V (or at least significantly better than the batteries), it may may be easy to tell that way.

^ Follow this plus your engine shop's break-in instructions. Most of the time their warranties are built on those instructions, if you don't follow them, they may not warranty your engine because of how critical the break-in period is. On my M20E, my break-in flight was 1hr flight time, we circled over the airport at 3000ft for an hour, did our best to minimize ground time (towered field so some of it is what it is) and then tookoff at full power, left it full up to 3000 monitoring CHTs, let it run full for a bit then pulled it back to 80% power or so and let it run there for an hour. After an hour, we gently took it down, keeping the power in, only going to idle when we were in the flare over the runway.

Part numbers are 154-12000 mains and 154-13100 for the nose wheel. PRM95-Molded-Bearing-Seal-6-inch.pdf PRM100-Molded-Bearing-Seal-5-inch.pdf

And yes, LEDs are polarity sensitive. If they don't light up, reverse the wires.

I don't know what that part number is. If you buy on Amazon, buyer beware. The quality and light they emit is all over the map. If you have a first generation Whelen Parmetheus PAR-46, I recommend the third generation "G3." It is substantially better. https://www.gallagheraviationllc.com/WAT-G3-PAR-46-LED-Landing-Light_p_134.html

When I broke mine in, I did my first two flights (about 120 min total) within 50 miles of home plate and all landings at home plate to full stop and shutdown. You also want to minimize prolonged ground time (I.e taxi to takeoffs). Full stop, back taxi to takeoff multiple times is probably not what you want to be doing first 30 to 50 or so hours. The most important thing is to fly the engine.

Even better is to add a small amount of UV dye.

I inherited a Porter Cable orbital. it was set up for sanding wood. I have used it for that many times, it works great. That's what my father in law used it for. The wife asked me to help her wax her car and I was researching which device would be best for that and most said to use an orbital polisher. It occured to me that the orbital sander I had would work, so I started taking apart the sanding pad and found a hook and loop pad on it that I didn't even know was there. So I bought a polishing pad and off we went. This thing worked great! https://www.portercable.com/product/7424xp/6-variable-speed-random-orbit-polisher?tid=576446

I am an A&P/IA at a flight school. We generally don't re-pack the bearings on our (Cessna and Piper) wheels during the 100hr or annual inspections because we go through so many tires, and every time a tire is changed, the wheel halves are split, cleaned, and inspected, and the bearings are pulled, cleaned, inspected, and repacked. If we notice something during the inspection, like an oddly worn tire or a wheel that doesn't feel right when turning, we will pull, disassemble, and inspect. If I was to do an annual inspection for a private owner, I would look at the overall flight time since the last annual, whether or not any of the tires had been changed since then, the overall condition of the wheels, if the aircraft is hangered or not, and then make a recommendation as to whether or not repacking the bearings was necessary.

https://www.digikey.com/en/products/detail/keystone-electronics/3129/315866

Strap in. I bring you a story of adventure, peril, and a bit of “there I was” with my recent purchase of M20J sn 24-1167, currently N1156P (Soon to be N707LT) You saw it for sale here: A seldom used M20J of a few 1810 hours. 0 time OH engine and prop, new paint, engine mount, tires and tubes. Original interior an panel. Looking for a new home from Fl. And I bought. Sure, a few questions, but it is a good deal so yada, yada, she is mine. Fast forward. We all have jobs. When do you have time? Not now, or now, but NOW! Time to fetch the new find from FL to CA. Overnight, delayed flights, lost luggage, finally land Orlando. Rent car. Drive to Daytona (DAB). Meet airplane and confirm I have not been catfished – it exists and isn’t a fantasy (of 6 figures tossed for fan mail) Wait for an hour for gas (because it is a training base for Embry-Riddle after all). Pay pre-purchase inspection bill (shout out to Daytona Air Service – great people), and become #12 in line for T/O. A moment: ME: 13,000 hr pilot. Current 121 B737, 135 current G650/G4. But first time ALONE in an airplane in 3 decades. I taught in these airplanes: How hard can it be? Well, my friends, neighbors and colleagues, your skills and patience will be tested. Especially in a new airplane over 2,400 nm cross county with the three time FLARE rule: one at 737 height, once at Gulfstream height, and once at “OMG this is LOW” height. After multiple landings, it wasn’t pretty, but no bent metal. I will be calling a local CFI. Short story: DAB-HXD-TOI-MKO-ODO-E63-STS. 2400 nm, 2 days. 9 hours first day, 8 the second. REALLY comfortable factory seats (thank God). Super-grateful for iPad and Sentry+ And a great deal of super-IFR/VFR skills involved. Let me explain. I used skyvector.com to choose the route. I chose cheap fuel spots. It was a fantasy because MA nature had other ideas. Day 1 was just up to meet a friend in HXB and landing was embarrassing. But I didn’t hurt anyone or bend metal. Day 2: Up at em and head West! But 400nm long line of TRW up the East Texas side through LA and AR. So I land short in TOI. Nice FBO, quick gas. New plan. UP North around the TRW and come back down towards Midland right? OK: lots of TRW, dip, dodge and weave at 8,000’ in the “not forecast East of the Texas Line”. Oh, but low clouds/vis underneath you for about 4 states. Thanks. Not ready to takle a non-turbo airplane over the Rockies/Sierras so Southern route is still the key. The FlightAware forecast: LIES: 4+20 if dipping and weaving around the most hearty of cells who didn’t want to be found – but they were there (like Artesians for those of a certain age). MKO: My first time self-fueling up in a while. I ran the truck in the old days: this self-service stuff is new, but I figured it out. Then, well, we are on the back side of the TRW, so let’s head for the original destination: ODO. Multiple overcasts, with MOA’s: NO, you can’t go right for weather but you can go as much LEFT as you want. Why would any military agency in their right mind want to fly in THIS? OK, you want it, you got it! I’ll go around and you in your T-38, F-16, F-18 can cry for help later. Actually feel sorry for the newbies trying to navigate this. Why the Hell would anyone head to Midland in their right mind? Because dear friends, I go there A LOT. Well, to MAF. But now I’m in a light plane headed to ODO. There are MOA’s to avoid, overcast with some good thumpers I’m trying not to get underneath. It’s quite the show. And by landing, it’s 9 hours of flight. And the young line man looks at me on landing and asks, “Want a hangar?” Oh yeah, the MOTHER of all TRW has parked itself South of MDW tops +510 so Yes please! I just bought this pure-skinned angel and don't want her BEATEN TO DEATH BY HAIL PLEASE. (Heck, she make it this far) This AM (4/24): I am up at 630, breakfast, UBER to airport, and there is my plane fueled and ready. Only real IFR to break through layer to E63: Gila bend. 3+45 I was there. Spoke to a really nice lady who was in her C-182RG just out foolin’ around for the day. You know what? It’s 623 nm to STS from here: I can do it. Damn Skippy. Across the American Southwest. Great controllers through Joshua, LAX, Lemore, and OAK. 4+23, 40.2 gal 4+23 later landed in STS. I now have my commute vehicle. Needs some radios. But the mechanics, interior and exterior are fine. Good deal. Glad to be a part of the Mooney community and have a literal 2 day cross-country machine. So friends and family of the Mooneyspace, I welcome you comments, contributions and patronage at my FBO's in OAK and STS. Dang: What a machine AL built!

First day at work with both my girls

If you borescope your cylinders and find oil pooling in the bottom, it has an easy path through the intake valve and tube to the sniffle valve. Very common on the IO550C.

I think @cliffy installed his own Dynon HDX and then later installed an Aerocruze 100 autopilot.

There are also available RVs to be rented. The company brings them to the site and sets them up.

It's people like this that make me realize how much I haven't done.