neilpilot

Gasoline is flammable, not combustible. Diesel is combustible, not flammable. For liquids, the criteria for each category isn't arbitrary, but defined by the DOT and based on flash point. BTW remember when there were newspapers? They were also combustible, but not flammable.

If you only need a 3rd class medical, maybe it's the time to consider BasicMed?

I'll plan to fly down on 1/26, along with @WaynePierce

colored LEDs

If you restrict the exit air flow, the heater's fan may not be able to deliver much flow and heat transfer will be seriously restricted.

I'm also waiting on decision on location and date. My schedule is currently open for either date, but only if KCMD.

Please, if you need to rant at least get your fact straight. Atlantic at St Augustine isn't "$7.50 Avgas and $25+ per night parking", at least not for a Mooney. You exaggerate the actual cost by 20%. Than's assuming you actually mean SGJ, and not SJC where their fuel is even less. Certainly not cheap, but $5.99 is a bit less than $7.50/gal last time I looked.

Since I hadn't flow in a few weeks, decided to do a short animal rescue flight, from KHOT back to my base at KAWM. On my return to KAWM N1972W, a 62C, landed just behind me but I was too busy with transferring the dog and hangering my Mooney to stop into the terminal and meet the pilot. I looked later, and it seems that 72W was making a lunch stop on a flight from their base at LasAlamos NM to PHF in Hampton Roads, VA (my old stomping grounds). It seems that 72W made the 1500nm flight from KLAM to KPHF with a single fuel stop. Sure there was a decent tailwind, but this is still impressive for a vintage C. Anyone know if the owner of 72W, Joshua Payne, is on MS? Edit: so I see that the owner of 72W is on MS as klystron, but he hasn't logged onto MS since May

https://www.iaopa.eu/fuelprices https://www.you-fly.com/airport/ there are others

unless they severely mark up the oil, filter, shop supplies, etc.

My service manual says I should change the oil every 50 hours. Does that mean that I should NOT change the oil at 35 hours. What about 49 or 51 hours. My Mooney Service Manual also says to remove and clean the oil pump suction screen at each change. I wonder how many owners follow this advice. My point is that someone who changes the oil filter at 50 hours but also chooses to change oil at say 25 hours (without a new filter) isn't necessarily out of compliance relative to the Mooney Service Manual.

The only location close enough to Memphis to consider a lunch run

Same experience, except my M20E was totaled in a soybean field in 2012. AOPAIA.

Seller in UK says "expected early 2019" https://www.gps.co.uk/tkm-avionics-mx155-8.33khz-nav-comm-slide-in-replacement/p-0-2006/

If you decide on Cullman I may decide to fly down

PP asked for ALL manuals a month ago, and was given similar advice then. Suspect that the word "free" is missing from this request.

Maybe the next time you go to start your C, assuming it's not bitterly cold, you should try starting it without using your electric pump. Just work the primer and see if it doesn't start relatively easily. That might make you reconsider carrying a spare pump.

My observation described above goes beyond the expected advantage of XM over ADSB radar depiction, i.e. that XM paints a higher quality image. From my experience specific to the flight down to Summit in late September, the cells positions indicated by ADSB were significantly delayed relative to XM. If I didn't have XM on that flight, and relied entirely on ADSB, the radar imagry would have been grossly misleading.

Well I must be doing something wrong. Except for having trouble finding out how I can pay my annual invoice online, I've had no issues with Jepps data for my GNS430W over the past decade. Now Comcast is another story.....

Guess we've been lucky. Haven't had a problem with XM weather service or billing. On several recent flights with significant weather I've compared ADSB to XM, and the ADSB radar was definitely inferior. On the flight down to Panama City for the Summit, I flew through a relatively weak segment of a strong cold front near Montgomery to get on the east side before continuing south. Based on 4 inputs (XM, ADSB, Stormscope and visual) the ADSB image was substandard since it not only painted a partial picture but seemed to include a much greater delay than XM. The weather was where XM showed it, and not where it was depicted on my ADSB.

Can the OP confirm that the aircraft is N5566Q, a 65E? I ask because this aircraft was substantially damaged in a landing incident back in 1984, and it would be interesting if the subsequent repairs included modification to the fuel system. As an aside, this aircraft registration expired in 2012/3 and has been deregistered.

The 22 new approaches are lists in the "Latest US LPV & LV Approach" excel sheet.

Well as posted above it's my 65C that has a single indicator light for 3 items (fuel pump, landing light and pitot heat). I can see there might be an issue for a pilot that leaves the light and/or pitot heat on with some frequency. I do not, and that single indicator light has worked well as a reminder to switch off any or all of those 3 items.

Maybe not for you, but it sure works for me. I rarely forget to switch the pump off, and typically will notice higher fuel pressure first, but the indicator light has been effective as well. I also only use it on engine start.