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@Dream to fly check your PMs in a few minutes. I installed a 430W myself and I’ll walk you trough the paperwork you need.

I kind of like the Philips because the slotted ones are more prone to the screwdriver slipping and scratching the paint; even if you are careful your MX might not always be... (says the guy with slotted fasteners and scratched paint).

Yeah I had one of those in 4BE and may start keeping one in the plane as a backup (the EDM-700, soon to be a -730, has a volt meter, but again, it's in Marana). Along with a handheld, PTT switch, headset adapter, external antenna hookup, flare gun, parachute, a .45 automatic, (2) boxes of ammunition, four days' concentrated emergency rations, antibiotics, morphine, vitamin pills, pep pills, sleeping pills, tranquilizer pills, a miniature combination Russian phrase book and Bible, $100 in rubles, $100 in gold, 9 packs of chewing gum, prophylactics, lipsticks, and nylon stockings... Sent from my iPhone using Tapatalk

Check her for meth. Your girl acting Cra-Cra... Glad you got down O.K. Well done.

Given that I tell them you don’t want to take ownership of the plane, I make up a bill of sale, give them the plane, they may be able to recoup some of the 8k .

The rubber covers for these switches tear over the years. These can be purchased form online electronics suppliers such as DigiKey, Mouser and Allied Electronics. Here are the P/N’s you will need:Short boot for push button - Tyco P/N 1825615-1Long boot for toggle switch - Tyco P/N 1825609-1Each cover is between $4 and $7.

Paul, I know this is a somewhat older thread, but I did a presentation at AirVenture this past week that discussed this change to the SiriusXM (SXM) radar. My response is not directed at you in particular, but someone who attended my presentation asked me to comment here... This "twice as fast" catch phrase as SXM is using affects both lightning and the composite reflectivity mosaic. Just as a refresher, composite reflectivity examines the base reflectivity (dBZ, where Z is the reflectivity parameter) from every elevation scan in the volume coverage pattern (VCP). It then extracts the highest dBZ in each column over the radar coverage region. That could have been from the lowest base reflectivity elevation angle (lowest tilt) or the base reflectivity from one of the higher elevation angles. As I discussed in my presentation at AirVenture, the term "base" does not mean lowest as most pilots assume...every elevation angle has a base reflectivity product. To create a mosaic, the composite reflectivity from each radar site must be stitched together (there can be some nasty assumptions here with this process). As you might imagine, the WDR-88D NEXRAD Doppler radars are asynchronous. That is, one radar site may be scanning the atmosphere on the lowest elevation angle while a neighboring radar site may be scanning the atmosphere on the 4th elevation angle. There are many different scanning strategies depending on the type of weather expected in the area (severe, drizzle, snow, etc). Nevertheless, TWC (SXM's provider) doesn't care about the asynchronous aspect of the radars. They simply grab the last known complete base reflectivity scan from whatever elevation angle and count backwards in time from there until they've grabbed an entire "volume scan's" worth of data. For example, if the radar just completed the 4th elevation angle, they grab the base reflectivity from that scan and go back to elevation 3, 2, 1, 14, 13, ..., 7, 6, 5 to grab the base reflectivity from those scans. Perhaps a neighboring radar was finished the 7th elevation angle, they would grab 7, 6, 5, 4, 3, 2, 1, 14, 13, ..., 9, 8 and so on. In this case I'm assuming that every radar has 14 elevation angles per volume coverage pattern which is not always the case. So to get the twice as fast updates, they simply schedule this process above every 2.5 minutes. They could do it once a minute. But, both FIS-B and SXM are highly bandwidth challenged...you can only put so much data in the small pipe...and it has to be scheduled accordingly. Of course, any particular pixel you see on your display could have been from the oldest elevation scan or the newest. And yes there are delays in processing and uplink/downlink that occur. For lightning. At a scheduled time, TWC pulls all data collected in past 2 minutes and puts it into a file, which is then queued for SXM broadcast. Add 10 seconds of processing and queuing. All said, the lightning data a pilot would see could be anywhere from 25 sec to 2 min 55 sec old at reception in the cockpit. The age (I call this the virtual age) you see on some displays is based on the time of reception and not the age of the product. The natural age of the product varies as stated above. Of course, there could be other delays. For example, the software vendor could choose to hold that data for a period of time before displaying it (why that happens is a whole different discussion). Once received, you stare at that data for another 2.5 minutes until a new set of data is received. Therefore, moments before the next update is received, the lightning could be 2 min 55 sec to 5 min 25 sec old (although the "age" in the display may only say 2 or 3 minutes). Same is true of the radar mosaic. The faster refresh rate cuts down that stare time from 5 minutes to 2.5 minutes. The virtual age is based on the time of reception...once again, this could have been from the oldest elevation scan or the newest (you don't know). In a perfect world, the average natural age of the radar mosaic is 3.5 to 5 minutes old and then you stare at that image for 2.5 minutes now instead of 5. Also important to understand is that this radar mosaic is highly filtered. It's designed to show only those returns that come from actual hydrometeors. They attempt to filter out ground clutter and anomalous propagation, but sometimes it does get through. And in the worst case scenario, they can add a manual gross filter in a region where precipitation is highly unlikely where it filters out ALL returns...so if they fail to remove it in a timely manner, I've have seen them filter out real precipitation returns...even severe storms in some cases. It happens more often than they want to admit. That's why I always have lightning (and storm tracks) turned on...it's not part of that gross filter. By the way, the NWS is experimenting with lowering the lowest elevation angles for some radar sites. The lowest elevation angle is 0.5 degrees. This test will include dropping the lowest elevation to -0.2, 0 and +0.2 degrees. Since December 2017, the radar in San Francisco has already been operating at +0.2 degrees (MUX). Sorry for the length of this response, but I hope this helps clear a few things up...

I removed the spring loaded door. I like to see the breakers they are part of the plane and do not need to be hidden. However, I am an electrical engineer so I like those kind of things.

chrixxer just heard your atc conversation from the Burbank incident, have to say you were incredibly composed and calm, way to handle it.

Just get your A&P to generate a 337 that says installed 530 per STC whatever and site the Garmin STC number on the form. The 337 will go to Oklahoma because its using FAA approved data. Then your A&P makes a log book entry and signs. Get a copy of the flight manual supplement and keep it in your airplane. You should be good to go.

The Mooney Caravan leadership made a great call to hold the Caravan due to low ceilings and visibility on Saturday. They have established a set of go/no go weather minimums and were never presented with a weather window that met this criteria. Sunday early afternoon the weather improved greatly and all 62 Mooneys were lead safely to the North 40. Hats off to the Mooney Caravan Flight Ops and safety team.

Send me an email and I will get the docs out to you asap

No, the lowest fuel level a dipstick will measure is about 5-8 gallons, so there's no point draining the tank. Just use enough fuel so there's no fuel under the inlet. Then start adding one gallon at a time, making note of the location on the dipstick until you get to a known volume on the tank (either the tab or the filler neck). Then you work your way backwards from there to connect each mark with the known quantity.

Did you have a good pre-buy inspection on both of these aircraft? Because you have had more problems with airplanes in the past month than I've had in over 20 years and 12,000 hours of flying, including 3 years full time as a ferry pilot and 8 years of aircraft ownership. And working 6 years in a shop. All of it. An alternator failure is not an emergency in VFR conditions. Going through the POH or the checklist will direct you to check the circuit breakers and if necessary, pull and reset the field breaker to reset the crowbar circuit in the voltage regulator. I've only had to say this 3 times in my entire career, but I think some sort of safety stand-down is in order for you. The other two pilots are dead. i think you are next. Luck and hope are not strategies. You need to get a handle on this, and its not all the machine here. You have had two outright complete power loss events and both, for one thing, have dubious fuel states. And neither was solved. So nothing can be applied here to learn from.

Com'on Paul....Gotta give the guy credit for having the balls to admit he didn't have a clue......Ballsy , even for a Jersey guy...

Yeah, I'm hoping the next "chapter" is simply: "And they lived happily ever after." With a prologue... "When he landed at Kerrville, the broker was already there, waiting for him. 'She's going to a good home,' she said, as he gave the blue cowling one last pat of affection. Eyes threatening to leak, he turned away from the old bird, and started walking towards the factory complex across the tarmac, where his new Acclaim Ultra II was being rolled out. A grin started to spread across his face as he saw the three bladed prop emerge into the sunlight. 'Mooney Zoom!'" Sent from my iPhone using Tapatalk

Thanks for saying! I'm a lawyer actually. Aviation and other litigation matters. I'm looking forward to some successes too ... and learning everything I can from what's gone before. (I'm still processing...) Sent from my iPhone using Tapatalk

But--hard to open can also mean "installed crooked," or lots of water in the tank after a hard rain.

IO550.... smooooooth... Balanced injectors.... expect Gami spread of .1 or 0... Dynamicaly balanced prop... doesn’t get any smoother... 310 hp... even better... See if we can get some variable ignition timing... Best regards, -a-

IIRC, you have to be careful not to over torque it when you screw it back in.

Geez @chrixxer! You should buy a lottery ticket at this point! Glad you're down successfully and safe! Oh god, that's one of my pet peeves when people say that.

Just wanted to say it was awesome meeting everyone at Oshkosh, and if I was unable to meet you, hopefully I can at the next mooney meet up if its anywhere along the western US! Oshkosh proved to be very fruitful, and I'm happy WingSwap was able to make it. A little bit of info about the company I'm happy to report, only been open three months but every month I've doubled in traffic! Wanted to thank you all for the support! Jesse

Sure they do cost more, but they are very efficient as well. I regularly go 175kts on 13gph, and can throttle back from there... Sent from my iPhone using Tapatalk

With all that fuel flowing around I'd be careful with those flames off the nose. Glad you got it sorted out.

You need to love this site, the members and the vendors that monitor and respond to request, questions and comments. MS is a great resource to the community of Mooney owners.

You might consider having your avionics guy put an adaptor plug in the panel tying into an antenna for your handheld. Probably overkill, but that extra range might look good some day off in the future.

I had a gear up while under instruction and flying two hours (one hour under hood) with a simulated engine failure in pattern with a displaced runway on an unfamiliar airport. I installed a gear warning and one of the “accusers” stated (paraphrasing) “Shouldn’t need this in your plane and thanks for making my insurance go up”. Keep flying and keep learning. Your decision to depart with over 3500 feet of runway was your decision as PIC. I don’t question your decision.

One can hope. mine came with the plane and IIRC was installed about 8 years ago, so I'm hoping I've got 5 years left. I know it's got plenty of capacity left given how much cranking I had to do with a bad mag last year... I have a cheapo battery charger I got from Wal-Mart, but I never use it--I just try to fly at least every one or two weeks. As long as the charger is reasonable quality and handles AGM batteries, you should be ok, but a lot of people go for the "official" Battery Minder charger for aviation if they want a charger they can leave on for weeks at a time...

i'd guess the airport has a lien on the plane for the tie-down fees, I'd just let them take it. Notify the owner is deceased and your the POA and can transfer the plane to them, I'm sure they don't want it and will muscle you to pay, after providing them with the info I would then disregard there efforts trying to get you to pay. There is a similar issue with a plane here at Wilm airport, the FAA put a sticker on the windshield saying not airworthy, since the airport has been notified and the place providing the tie downs has been notified the plane is still sitting there with weeds growing throughout the plane, a shameful sight. Wash your hands and run. As far as the donation depends on how you received the plane whether you would get a donation that's would past the IRS test.

Cochise College in Douglas, AZ (http://www.cochise.edu/cfiles/files/catalog/web/2011-2012 Catalog/aviation-maintenance-technology.htm) is the 141 school I went to; they may take it if the FBO will waive fees...could probably get a tax writeoff for it. Also, it would be nice to graduate more mooney-savvy A&P mechanics. Push comes to shove, I bet the FBO would write off the tie down fees as bad debt to get it off their ramp...vs the plane becoming their problem. If you can get them to agree to do that if you donate the plane to a tax exempt organization, you may be able to take writeff. YMMV, ask a local attorney/CPA, but there may be lemonade to be made.

I loved my Pro-X until I got the ONE-X. Real Pilots wear DCs.

Thanks all. TBH, though, I'm really, honestly, soul searchingly inquiring as to how I can avoid being composed in crises. By, you know, avoiding crises. I was pissed when 3RM lost power. I'd done everything right. (I even had a witness! A CFII and tower controller who was with me right seat all day.) I bought a plane that had obviously been well taken care of and was in great shape. She'd just been looked at by an A&P less than 10 hours before. Every squawk was being addressed. I have a whole database built to track service intervals, etc. No hint of any issue over hours of flying that day, by the book preflights and run-ups, everything in spec, not so much as a burble. Likewise today, radios were strong and clear, normal run-up (I have video! ), one thing was out of spec and I immediately texted the A&P to make sure it was okay to fly (if I hadn't gotten that confirmation I would have taxi'd back to the Hawkeyes ramp and dealt with the Navy's ire as needed). Radios were strong and clear. It fired right up. (I've tried to start a rental with a failing battery, I know what that feels / sounds / looks like; that was not that.) It acted like a plane that had sat for a few weeks, but was otherwise fine. Until it wasn't. Sent from my iPhone using Tapatalk

Chrixxer has ‘composed’ as a core skill! Logical writing throughout a stressful expensive ordeal... Way to go Chrixxer! Does all this calm under pressure come from a stressful work environment? Policeman, Fireman, full time father of eight teenage children? (PP guesses only, not a therapist..) congrats on the past few steps, looking forward to the successful next steps! Best regards, -a-

Washing and waxing doesn't fall under the category of preventive maintenance either, but it is a procedure explained in the maintenance manual. Same as jacking the airplane. Washing your airplane doesn't require a logbook entry. Washing the engine for the annual inspection is a requirement and therefore must be noted as such by an A&P in the maintenance logbook. Not trying to be flippant or confrontational, and I agree most owners probably shouldn't be jacking their airplanes without an A&P present. If nothing else, how do you explain to your insurance company what happened if it slips off a jack pad?

You said it. I couldn't even listen to the whole thing.

Pretty sure a pilot can jack up a plane to change a tire. Not sure why a pilot can't swing the gear. Pretty sure that would be a good thing to do after changing the tires. It is good practice to attend the part of the annual where the emergency gear extension is performed. When you need it, you don't want it to be your first time.

I have a couple of rules. Never put your self in the prop arc. I hate it when I see people leaning over a prop. For the move of the blade that it needs to be straight across for the towbar, I use gentle pressure till the compression bleeds off, using only my finger tips. If a plane is running, I have a rule of never going forward of the wing. I hanger at a busy lunch spot and I will always walk behind any running plane. always looking for activity around planes and for people starting up. Same thing with chainsaws and all saws, never cut with your body in line of the saw. Always stand to one side and cut to the side.

Update: Here's my current theory ... The battery was low / weak from sitting. Running the gear motor put enough of a load on the system, it tripped the alternator circuit breaker. The battery being already weak, didn't have much juice to continue to run avionics. The circuit breaker for the alternator is behind a spring-loaded door at the lower right corner of the panel, behind a metal tab used to pull the gear breaker when manually extending the gear. It's not very visible in flight and it's hard to reach. It looked and felt okay, and from my awkward position didn't seem to be in a tripped state from which I could reset it. Once on the ground, after I'd eaten and collected my head a bit, I took another look. When I sat right seat and pressed it firmly, it clicked like it was being reset, and sat maybe a millimeter lower. Haven't messed with it since; will have the A&P look at it and charge or replace the battery. Hopefully that's all it is. The panel redo will definitely have all exposed and easily accessible breakers!

LOL, yeah, silver lining, I have the dubious distinction of being perhaps overly confident in my skillz, and overly dubious about any plane I'm flying in... I'm continuing my training and working on settling into a healthy skepticism of both my abilities and the planes (trust but verify). 3RM came to me the same way! First attempt at a test flight, she died at idle check and oil pressure was a sliver below the green arc. A&P adjusted everything and I came back up a few weeks later for another try. After one lap around the pattern the fuel boost pump breaker switch wouldn't turn on (an A&P later lubricated it and it's been fine since)... but then I flew her 75 mostly trouble-free hours, except for the S-Tec pitch servo and the EDM-700, then the engine out, now this ... But I *think* this has a simple explanation... Sent from my iPhone using Tapatalk

Dude unfortunately the gremlins have set up house keeping in you r plane and have not intention of leaving soon. Sorry to hear this. Sounds like everything was OK with the engine running though. Just a new electrical gremlin. Check you alternator field wire with all you were doing in there the wire may have gotten broken or loose. Hopefully the electrical is that simple. The Garmin was probably rebooting due to low bus voltage. Good luck at least you are in a place more accessible.

Some random pilot says that his plane is out on the ramp somewhere and he needs JET-A. Maybe it's this one? The color of death. That doesn't look quite like 100LL Did you know it takes a loooooong time to drain 90 GAL of contaminated fuel? Sample after draining a few buckets of fuel. After flushing all the tanks... that's what 100LL is supposed to look like!

It can be turned off or changed to non-waas but must be rebooted to Maintenance mode to do it. Not very conducive to a training scenario. Ron

I stopped lusting for ever faster cars, and also I stopped getting speeding tickets when I got my airplane. Somehow I get my go fast yayas out at 200kts. I guess my radar detector helps a bit too. I drive a 2004 pristine Subraru WRX STI that I have had since new. Sporty but not over the top. Low miles too because my commute is 2 miles (and I ride bicycle in the summer) and if I need to go long distance either we end up going in one of the other cars with the family, or if I am solo I fly. SO the car has like 90k still. Knock on wood I haven't had a speeding ticket in years.

I miss my 993!!! Best car I’ve ever owned. The insurance payout after the crash bought my Mooney. Those air cooled cars sure went up in value!! I got lucky. Bought the car when they were cheap. Still trying to find a way to buy another. Almost pulled the trigger last year on a ‘97 993 targa that was almost an exact match to my plane. Still dreaming...

I do the same. Even if it has been locked up in my hangar and I am the only one with access to it I still sump before the next flight. I know the odds of finding water in the tanks when there was none there before, it has been locked up, and there hasn't been rain for months (assuming rain could find it's way somehow magically inside the hangar and into my tanks) is next to zero. However I still do it because it is part of my pre-flight routine and if I "always" do it then the chances of me forgetting to do it are reduced.

I used to visit my grandfather in Miami - actually Hollywood, FL, and I always hated the weather in the summer when I visited him. So hot and humid!!!! He had one of those neon bug zappers too ... bzzzzzt. BZZZT! I was a kid and I thought that thing was cool. Every now and then it would zap a really big bug BZZZZTTZZZTTTZZZZT!!!!

I’m very happy with my ICOM. Make sure it comes with or you get a headset adapter. Useless in flight otherwise imho. Sent from my iPhone using Tapatalk

I stopped at the lightspeed booth and asked about the rubberized “soft touch “ coating on the control box that was turning sticky They said that it was a bad decision on that model They had me bring them to their techs and replaced them free of charge!! Another reason to come to Oshkosh!

That’s how many I intend to go through... I’m on #2 currently... I won’t be selling for a while... Best regards, -a-

The best value can often be found in an aircraft where someone else has already done all the upgrading. Avionics depreciate rapidly so letting someone else do a lot of the upgrades makes good financial sense and some real values can be found if you wait and shop for the right aircraft. My panel and auto pilot was professionally installed by Aerotronics of Billings Montana at a cost of approximately three times the aircrafts value. But when it came time to sell it, I was able to buy it for only marginally over the typical hull value.