Ragsf15e

Where in Texas? Lots of us have good/bad experience with shops there. It’s a big place. You might wanna start with a recommended place within driving distance.

I’d highly recommend looking local. Find a shop in S. NV at least. Build a relationship. You want someone close who will get to know your airplane over a long time and be close for issues/help/questions even when it’s not annual time. Flying somewhere else to save a buck may cause more problems in the long run. How much flat rate for inspection is your current shop asking?

Yep, that definitely happens on my GNS430 as it will only display a limited number of traffic and at certain ranges. Usually it prioritizes well and it’s not an issue. I also use ForeFlight and it seems to display all the traffic. In this case, traffic didn’t show on either.

For my 68F I use these numbers. They are a bit conservative, however, I end up really close on time and fuel. Yes, I do go faster than 142kts sometimes... depends on the density altitude. I have 3 profiles built. Same climb/descent for each. FF on descent is same as cruise. Altitude is DA. The two fast profiles are ROP. You need an engine monitor to properly lean and get cruise set up anywhere close or you’ll just be guessing. *add 1-2 gallons for stto **numbers work for max gross. Conservative if lighter

I’ve seen those settings and don’t think so. Both the 430 and FF show non adsb traffic far away- from someone else’s “puck” so I’m showing traffic farther away than this guy was... and he went right by me. Was definitely weird. Flight following (or ifr) still good! Oh, and looking outside is nice too!

My initial internet search came up with that as well, but I figured it’s likely set up correctly as my 345 is in/out. I thought this was more a problem for folks with a 330, out only who are using a portable in solution. I’ll have to figure out how to get to that setup menu though...

Anyone else notice a good amount of TIS-B traffic missing? I have a GTX345 in/out display on FF ipad and on my GNS 430W. IFR just outside Seattle class B. Traffic called by ATC 12 oclock 10 miles, 1000’ above me. Nothing on TISB. It showed up just as it passed me and gave me a traffic warning on the 430. My ADSB report shows the GTX345 is working perfectly. Now that I watch it, think I see that happening more... Thoughts?

Does the vertical stab have tks panels on both the fiki and non fiki version? Some of the older Cirrus inadvertent systems didn’t have panels on the vert stab, but fiki version does.

Well said. Icing is nuanced, frustrating to predict, and sometimes dangerous. It’s Difficult to teach and everyone can form very different opinions/techniques while using the same guidance. I thought you summed it up well.

Trust me, I don’t disagree about the dangers of flying in ice, just on the actual faa regulation and the interpretation. The question was about what is “known ice”. Each person may have their own safe or unsafe definition of that. I was trying to show that the FAA interpretation gives us plenty of rope to hang ourselves. This is the actual guidance. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91-74B.pdf

I disagree and so does the FAA. Known Icing is only where you find it. There are some good FAA legal interpretations on the definition of “known”. The conditions you mentioned are telling you the potential exists, but it’s not known until you fly into it and see it. Even pireps are sometimes difficult to use. Different airframes ice differently. So if a jet takes off, climbs through the 1000’ stratus at -5c and says negative icing, that’s not necessarily the same for a Mooney. However, just because a cloud is colder than 0ish, doesn’t mean you will pick up ice. There is no hard and fast rule to find ice which is why it’s real hard to predict. Sometimes you have to check the pireps, know the weather really well, and then plan your out if you actually start to see ice. Shouldn’t be near icing conditions without Fiki or a solid out (down or 180 back). If there are pireps of ice, that’s enough for me. If conditions show potential, and theres no out, I’m not going. However, if I need to descend through a thin stratus layer that’s below freezing, there are no pireps (or pireps are negative), and its vfr above and below, then go for it. You are legal. Please read the FAA interpretation for yourself. No systems are designed for SLD. Not even airliners. Ice will form on unprotected areas aft of normal protected/formation areas. Good ntsb of a twin turboprop regional crash after trying to hold in sld. Indiana I think?

Ahhh, thanks! That’s what I wasn’t getting! Awesome! And all on a thread I stole from tank resealing!

Thanks, that made sense. They are original. They are behind the axle. I just can’t get through my mind how they stick out like the video showed. They are inside the gear doors (between the door and the tire) and the gear doors come up relatively flush. I’d think that would force the brakes up into the gear well.

Towards the wingtip. Sandwich between the wheel and the gear door.

So I looked at my calipers closer today and I’m really wondering how they stick out like that video? They seem sandwiched between the wheel and gear door, parallel to the gear door. How do they end up hanging down like that video?

Feeling a lot better, thanks for setting me straight! 3 07 much more better than 1 1968!!

Oh thank god! I’ll look closer and find the right date stamp. Thanks for the picture! That part number sure looked like a date for a 1968 Mooney!

You haven’t seen him land before!

Same paint job? They’re almost twins! 1968 M20F, 68-0164.

I was blissfully oblivious of the date stamp on them until reading this thread. Checked this morning... mine say 11968. I’m guessing thats Jan 1968 on my 1968 M20F. They still seem ok. Is that possible?! There’s 11 of them, so that’s nice and expensive.

All true for models with squat swithes, but lots out there with electric gear only have an airspeed switch. I looked for my squat switch for a real long time. Finally realized I was on a wild goose chace. M20F, 1968 = airspeed switch only.

Nope!

People still use sectionals?! Wow, that’s cool. I’d recommend finding room for one iPad and keeping my phone in my pocket. Load foreflight on both. $100 basic subscription will cost less in the long run than keeping current maps and it does so much more! Honestly, an iPad is an awesome space saver in our small Mooney cockpits.

Yes, but I love the 4kts I get from the 1” mp back!! I use it whenever my altitude drops my cruise power below 75%. Yep, fuel flow goes up with the power increase, but I’ll still take the 4kts!

I’m in Spokane... wanna do 2xG5s. Easier here or at your place?