cnoe

Nice ADM. I was curious 'cause I often find the LPV approaches smoother than an ILS. Great workout for your student. Sent from my iPad using Tapatalk

Just curious if HYI approaches were LPV or was the weather just better at AUS. Or did you just need the extra 50' lower. Luckily my home field KLBX has LPV and ILS both. Sent from my iPad using Tapatalk

Do you expect royalties for your idea?[emoji846] Most of the tenants at my new home-base looked at me funny as I dragged the plane around, but once I hopped out of the seat many came around to check out my custom electric tug. The best part is I also use it to open and close my big-ass heavy sticky rolling hangar doors. My back hasn't hurt in months! Sent from my iPad using Tapatalk

As others said, there are many variables but most of us find a range of settings that work for us. Obviously at a busy field with approach saying "maintain best speed" my technique differs greatly from an approach to a lonely uncontrolled field. The DPE who did 3 different checkrides with me preferred that the plane be slowed down with approach flaps deployed by the IF. For a relatively new instrument pilot like me (2 years IR) it's simply much easier to nail the approach at Vfe than Vle. I'm also a fan of the 2,200 rpm setting and before reaching the FAF I usually slow further to 90-95 kts (not mushy). At the FAF the gear drops and power is set/reduced to maintain a stabilized approach speed of 85-90 kts. Once the power is reduced GUMPS is repeated with prop going full-forward (since it's already on the stops by that point anyway). I'm a big fan of stabilized approaches and don't "decelerate" on the glideslope in IMC; I prefer to be "on speed" the whole time. I can slow to Vs0 x 1.3 after I break out. Lastly I don't use full flaps unless I absolutely have to as it just complicates matters in the event of a go-around (isn't every IFR approach a planned "miss")? Those with 10X my experience may employ different techniques but this works well for me. Sent from my iPad using Tapatalk

I'm with you! I was hoping to do the same but it was LIFR this morning for miles and miles. Still is. Sent from my iPad using Tapatalk

The belly strobe was removed from my '78 J years ago. All that's required are the appropriate wingtip strobes. I'd bet it adds at least a knot. I kept my step though as it really does make boarding easier for small people. Sent from my iPad using Tapatalk

I'm late to the thread but 3/4" galvanized pipe makes a great sacrificial towbar. You will break the elbow before you damage the truss if turned too sharply. I'll occasionally tow my J 1/4 mile to the SS gas pump and back with my handy-dandy homemade electric tug. And in a pinch it's great for negotiating the aisles of Walmart.[emoji5] Sent from my iPad using Tapatalk

Thanks for your work on this Alan. I'm always looking for more data and ways to use it to my advantage. Your research-based system will nicely augment my seat-of-the pants approach to reading analysis reports. I'll see if I can rustle up some more info regarding the effect of the Aeroshell on copper readings and post it here (it may already be documented on MS). Sent from my iPad using Tapatalk

Thanks for your input Alan. I imagine I'm somewhere the middle of the bell curve with regards to understanding what goes on inside my engine. With a strong mechanical background and a hands-on approach to aircraft maintenance I'm very interested in the details. Chemistry isn't my strong suit but I did take a course on metallurgy some years ago. As others have correctly stated AOA doesn't offer the same degree of detail or personal attention as Blackstone but they do graph trends on every report and will notify you of anomalies. I've identified variances that correlate with seasons, environment, and usage patterns but it sounds like you could add more to my understanding. I now have 10 consecutive reports, none of which cause me much concern other than this last one with the anomalous silicon level (and associated small rise in wear metals). As I best understand it with the Lycomings there are valid concerns with a period of possible poor metallurgy in cams and lifters with the high cam position in the block exacerbating the issue. There is also an issue with insufficient flow of oil through the valve train which can be remedied by occasionally checking guide clearance via the wobble test. My personal approach to extending engine life is to fly weekly or more, keep it cool (CHTs less than 380 F) by usually flying LOP, change oil when it darkens, and take a peek at the exhaust valves anytime the plugs are out. I also use Camguard as I figure "what's it gonna hurt". And as previously mentioned I also look closely at the oil analysis numbers. If you have wisdom to share by looking at my stack of reports I'd be pleased to let you take a look and offer your thoughts. I'm here to learn and appreciate all information. Sent from my iPad using Tapatalk

No longer available.

AOA is $12.95 thru Aircraft Spruce. They're not as good as Blackstone but they provide the basics at a good price. Here's what a typical report looks like. P.S. Hmmm, looking back at late 2015/early 2016 I may have had a small leak even then. Sent from my iPad using Tapatalk

I just got my latest analysis results. It looked good but... ... from the last 3 reports my Silicon (contaminants) went from 7 to 5 to 46. What? 46?!! Upon further investigation I discovered two factors that caused the high reading. There was a small opening in the induction ducting (J model) that was previously sealed with silicone sealant which had come loose (outside the ducting) leaving a small leak about the size of an advil tablet. Add to that a couple of really long conga-line taxiing episodes with the Mooney Caravan on the dirt at Oshkosh. I'm certain that we all kicked up a lot of dirt/dust for each other on our way to the North 40. So if you're just now changing oil post-Oshkosh you may see an increase in silicon in your next oil report, particularly if you have a little leak somewhere. If I didn't get routine oil analysis it would have likely been a good long while before I discovered the leak. I believe it's money well-spent. I now turn the forum back over to the naysayers.

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'Tis no problem. Santa's sleigh is now ADS-B Out compliant and Whelen replaced Rudolph's nose with a new LED Strobe last year. Sent from my iPad using Tapatalk

Also available on Amazon. https://www.amazon.com/Moeller-Green-Chromate-Primer-Outboard/dp/B000N8LR24/ref=sr_1_1?ie=UTF8&qid=1482589672&sr=8-1&keywords=Zinc+chromate+primer Sent from my iPad using Tapatalk

Kortopates (Paul) at Savvy looks out for all us Mooney drivers (paid subscribers). He's been a big help to me with chasing down small anomalies, etc. Sent from my iPad using Tapatalk

Dear Santa, I've been a very good boy this year. I read each of Carusoam's summaries thoroughly even though he's only a PP and not a CFI, A&P, IA, or CPA. I completed all the SBs just like M20Doc told me too and I didn't let any of Marauder's girlfriends inside my plane. I did just like Hank asked and posted my "Time to Climb" numbers, and think David Clarks still look cool (just like Bob). I do all my annuals just like Cliffy, and unlike Jetdriven I spend more time at home than working on the plane. So... All I want for Christmas is a new Acclaim Ultra, and maybe a DMax gift card to go along with it. Sincerely (with milk and cookies), Cnoe Sent from my iPad using Tapatalk

I too had heard the term but never seen the behavior. Thanks for the demonstration! I hope I never see it in person. Now if we could only get video of the tap-dancing train conductor.[emoji846] Sent from my iPad using Tapatalk

I assume that's you're the younger guy Mike? And Tony's the one sporting DPE gray hair? Good job! Do you still skate? Sent from my iPad using Tapatalk

Moving from a 430 to a 650 would be much easier, but from a 530 to a 750 the price differential is much greater. Here are Sarasota's current "upgrade" specials. It's all about personal choices and sadly $8,500 for little functional change is beyond my comfort zone. Sent from my iPad using Tapatalk

In the case of blocked static a good choice is to break the glass lens of your VSI. Also, it's common for the vacuum lines on your DG and AI to not have hose clamps. Sent from my iPad using Tapatalk

There are visual indicators for trim and flaps on my Mooney?[emoji848] Other than setting trim prior to takeoff I don't recall ever looking at either. I just trim to relieve pressure on the yoke, and half-flaps is a count of one-two-three. I like Cliffy's method cited above.

LMAO! ..... I WOULD but I'm not sure my wife would see the humor in that. I feel sorry for Sophia Loren having to sit next to her!

I figured that the "vintage " forum would likely be the most appropriate place to pose the question... "Does everybody reading Mooneyspace on Tapatalk keep getting the advertisement shown below on their iPads or is it just me?" I have to say that it's quite distracting. Sent from my iPad using Tapatalk

No problem at all. I'm not sure about the smaller units but the IFD540 is selling in the mid-$13,000s. I posted my GNS530W for sale at a top-dollar price to see if there is any interest. If it sells at that price I'll still be out over $5,000 to install the Avidyne (including the $1,100 check I sent for the Garmin overhaul). Business is slow right now and it's Christmas so I'm tapped out.[emoji846] Sent from my iPad using Tapatalk