Ragsf15e

I have had 2 Mooneys now and both I have seen “little grains of sand”. The first Mooney had old tanks. Not leaking but old. It almost always had the sand. The new one has newly done tanks (with a patch now). It has much less sand. I have always thought it was pieces of sealant. In truth it’s probably smaller than sand, but similar.

Ha! You got the wrong guy on this one. ~5 years into my USAF career I had an acoustic neroma removed from my right auditory nerve. It wasn’t fun, and I am completely deaf in my right ear. Luckily, it didn’t impact my flying (other than 6 months for recovery) and I was also a JTAC as well (sort of cool but not Combat Controller cool). So stereo audio is a thing I remember from high school but it’s something I avoid now. In the F-15, we normally had two radios on at once (one for inter-formation, one for everyone else). The “audio panel” was crap, so the normal technique was to have the volume slightly lower on the formation comm. After a while, your brain could differentiate pretty well, but granted, it’s not perfect. Luckily for me, that technique was still valid with my loss of stereo hearing. As a JTAC, we didn’t have the cool headsets and gear like CCT, so we just cranked up the important ones and had like 4 radios blaring at us. It wasn’t great. Now, my airplane has a remote Garmin audio panel with 3D audio. It’s similar to the PMA in that each person will sound like they are coming from wherever they are sitting. It also separates the two radios into a “10 oclock” and a “2 oclock” so you can tell them apart. Someone else will have to tell us if all that stuff works well because I have it all turned off! The other “modern” technique I’ve seen is muting or partially muting the #2 radio when #1 is receiving. It seems very useful to me for say getting atis while monitoring center, but it needs to be a “partial” mute or it’s just annoying when you hear all of atis and it mutes every time they say the identifier. This is the one I like best but that’s likely because of my hearing limitations. I suspect the stereo system is pretty awesome. Unfortunately it doesn’t sound like the g1000 can accommodate an audio panel upgrade?

That’s what I’ve heard as well and it makes me a little nervous about the two 24v regulators in my 252!

You might need to define this issue a little more, because that is potentially normal depending on what you mean. Anytime you change engine power or speed, rudder trim will change. Obviously you need right rudder on takeoff at full power/low speed. But less at full power higher speed. In cruise, you might even need a little left rudder at high kias. In descent, again, left rudder. And then likely neutral rudder on final, slow and configured. Do you mean you have to keep changing it even at a constant speed and power setting?

I can’t make that case, but I also live in a pretty dry place and I was planning to either get a factory reman (roller lifters) A1A or get dlc coated lifters if a factory reman wasn’t possible. Of course many engines had lasted a long time - yours, my A1A was 24 years/60000tt, 1500 soh when i sold it. However, I would personally prefer one of the two “fixes” even though my cam hadn’t been destroyed. How much extra does the dlc cost?

Unless you have an engine with roller tappets, which sounds like you don’t since it hasn’t been OH in 35 years, why wouldn’t you do dlc coated lifters? They have been around a good long time now and seem to help the cam spalling issue.

A bunch of us have been having dns issues with it for maybe two weeks. Where possible, changing dns has fixed it though.

I agree with all of these, but 1 & 3 don’t work together. You have to richen somewhat to do the runup, but it can still be very lean. The bottom line is that for low power settings (like 65% and less), you can’t hurt the engine no matter where you put the mixture as long as you maintain CHTs in proper temp with airspeed (cooling airflow). Doing a lean runup is very low power. It stress tests the ignition better than a full rich runup. Target egt in climb is great. I just descend at cruise power when it’s smooth and enjoy the speed!

Sometimes the minimum radio reception altitude is an issue as well and you don’t always know what it is.

Just make sure you got a thorough check for corrosion. Other than that you can fix most things relatively easily (in airplane terms). Congrats on the new plane!

I think that’s possible too. While I was flying, I messed around with the MP just a little bit while keeping the ff at 10.4 for 65% power. By increasing MP (and thus being further lop), I was able to lower tit by about ~25 degrees. Obviously, you eventually start running rough as you get to the limits of your gami spread or ignition. I was a little surprised that I could manipulate the tit that much while maintaining the same 65% power (and TAS). I didn’t mess with the rpm, but I think lower rpm would also reduce tit.

Over Blackrock desert just north of Reno. Awesome visit with my parents, brother, nieces, nephew, etc. good tailwind down from Spokane to Carson city and back too!

Im still surprised that your tit ends up that high, but maybe Im further lean of peak? Here’s an example from today…

I’ve used both airports in Kalispell, and you’re right to be careful with the downtown one, but it’s not terrible. Well the parking on the “city side” isn’t much more than a three car driveway, but it’s really nice to park and walk across the street to restaurants. I have a nice picture of my wife changing our son’s diaper just behind the wing at that airport! Beautiful mountains there for sure. GPI obviously has more amenities. We have been there twice to get a rental car and get into Glacier NP. Very convenient. I parked over in the self serve area across a (small) taxiway and don’t remember any fuss about fees. The fbo was pretty easygoing with us. Glad you had a smooth flight! Below is at the downtown airport but is not the diaper picture!

Maxwells is doing some tank work as well and they’re in Texas. He could give you a good idea. I’ve also heard that Houston tank specialist is doing mooney tanks but I have no experience with them. What actuator are you asking about? Landing gear no back spring?

You guys are late to the party! I was having this issue on my home (centurylink) internet two weeks ago. Exact symptoms! However, my TmObile cell was working fine. I changed the dns to the google free 8.8.4.4 and all was resolved. Changing the dns of your verizon cell service might be a tad more complicated…

Wait a second, your wife fixed your Mooneyspace for you?!! I have questions…

If you wanted to try another patch, Advanced in Troutdale Oregon is real good. Greg used to do full reseals but just does patching now, but he’s really good at fuel tanks and good to work with.

Surprisingly, this same thing happens in other ways too, even at highly experienced MSCs. I once had a trim rod replaced in my F because it was getting cut at a bulkhead pass through. Long annual, lots of work done, so I was doing a very thorough preflight. During the preflight I looked at the lower empennage where it moves with the trim and noticed the paint was pretty messed up. I thought about it some more and realized that the cockpit trim indicator was in the middle, but the empennage was set to very nose high trim which was “uncovering” a big section of paint I didn’t normally see there. I mentioned it to the shop manager and he was like, oh yeah, the trim could be way off now, let us know and we’ll make an adjustment after you fly it. Well holy crap, were you going to mention that?! Thank goodness I was prepared for it because centering the trim indicator resulted in a very aggressive nose up during takeoff.

In addition to the rigging issues mentioned above, the indicator is adjustable. I doubt it was messed with in this case, however, if you check the empennage and trim rigging and the indicator is still off, it can be adjusted in the belly.

You should probably fly an av-30 before buying one. A couple people have them (or av-20) as backups and said they are ok, but a little hokey. @PT20J has one…

I don’t notice it taking up much space on a 750, but maybe more noticeable on a 650? When you open the audio panel it does go full screen though. (The black line is an artifact in the image)

I have the “telligence” voice thing. The one thing I wanted from it was to “flip/flop” the active/standby radio freq. guess what? It can’t do that! I don’t use it at all. If the gtn controlling your audio panel dies/freezes, you lose a lot. It is “supposed” to automatically revert to comm2…. Id much rather lose control of my transponder than my audio panel.

Personally I’m not 100% sold on the remote audio panel. Transponder, yes, but audio panel, no. Id rather have a regular audio panel. I have a gtn750xi with remote audio and it’s great, but if I had paid and planned it myself, I would have done a 650xi (or gnx, gnc as you mentioned) and a remote transponder, but a real audio panel. I’m sure the 650/750 is great, but I don’t think it’s that much “greater” than the gnx, gnc, etc series.

You guys are lucky! Those gauges are near useless with Monroy tanks until you get below the level where any fuel is in the Monroy. But mine are definitely taped on so as not to eject over the Western US!