Hedge

That is correct. I can't get a Rosen for my airplane. I have tried. Just seeing if anyone else has a solution. I dealt with it for three years, but would like a better flight west in the evening.

Somehow I posted this on Modern Mooney talk by mistake. I have read the sun visor threads, and was wondering if anyone has found a solution. I have the original ones in my plane and they don't stay up for even a half second. The previous owner tried using Velcro to keep them up and that has failed and left circle marks on the windshield. I have tried to get visors, but obviously have failed. Not too much of a mechanical guy, but looking for a solution. Mark

I have read the sun visor threads, and was wondering if anyone has found a solution. I have the original ones in my plane and they don't stay up for even a half second. The previous owner tried using Velcro to keep them up and that has failed and left circle marks on the windshield. I have tried to get visors, but obviously have failed. Not too much of a mechanical guy, but looking for a solution. Mark

One more question. Has anyone put the landing light lens on their plane (with the LED light). If so, which one and where did you get it.

Pretty funny. Ok, I have the cat. do you swing it clockwise or counterclockwise. Or does it have to be relative the voltage current? Would it be best to use an oscilloscope while spinning the cat?

Great Flyer. 1st time reading. read it cover to cover. Wish I was able to make that fly-in.

There wasn't anything near it. The avionics shop that installed it also put in the new vertical compass and couldn't get it calibrated.

I have the GPS, but I am trying to get my IFR cert. and trying to do an ILS using no gps and partial panel makes it nearly impossible and it stops processing. I totally agree that having all the modern equipment is great, but it does fail. I just had a 650 GTN and I didn't even get it home and it doesn't work. I have to take it back to get it replaced. So even though i have all the technology, I would like it to be working better than it currently does. Thanks for all of this advice. And yes I have vacuumed out my plane with the motor inside. I also have a heater that I blow warm air in my engine during the winter.

They installed these after they installed the compass and it still wouldn't work.

The problem with the compensation is it is -6 at 60 deg and +9 at 90 deg. It just stops and I don't have a clue what to trust when it starts bouncing around. I trust my DG more than the compass.

Where is a good place to buy this lamp? Best I can see is $299 each. I only need one.

My old compass was having some troubles (so I thought) and I couldn't trust it especially in IMC. So I had it replaced with a vertical card compass. When trying to calibrate the new compass, it was off by 20 degrees to the east no matter if the radios were on or off. It is the old steel bar down the windshield, and I believe the plane has a magnetic charge. Anyone else have this problem and if you did, what did you do. Degaussing the airplane is the only thing I can think to do, but not sure how it would be done. Thanks

Will it fit, or do i need an STC modification? I am assuming it will fit right in. Also, can this change be considered minor, or will I have to have it signed off by an AP.

My headlamp went out last night. I think it is the bulb as I checked the fuses and they are all in tact. The light worked for the preflight and when I turned it on for taxiing last night, it went out. I didn't take the flight, but I am looking to replace with a LED, but are there any approved for our Mooney's for replacement and where can I find them. '66 20E Super 21

Thanks for all the advice. I don't want to name the FBO, because if it were an honest mistake and I will let them help me determine. And I did the burn rate with my plane and all things, fuel gauge, fuel flow indicator, and my estimated burn rate all corresponded with me.

I was down in Orlando last weekend and I had the FBO fill my plane from a long trip. I have installed and fuel totalizer and it is calibrated. MY 66E takes 52 gallons, with 2 gals unusable. I only program 50 gals in my totalizer. Well, when I was back at the FBO to pay my bill and take off, I was with some clients. My totalizer indicated that I only need 39 gallons of fuel and they charged me 48 gallons. I was very surprised and asked them to check and make sure it was the correct amount. Again my client was there and I didn't want to make a scene, and I thought maybe my totalizer was wrong (also, my fuel gauge backed up what my totalizer said too). But stranger things have happened. Anyway, I flew back, filled my plane myself and the totalizer was within 0.1 gallons of the actual pumped fuel. What would you guys do?

It says it in my 66E manual.

very true!

The mooney manual actually says to fly one wing dry and switch to the other. I had a leak in one of my wings and that is exactly what I did. I fly the wing that had a slight leak until it went completely empty, and flew with my non leaking wing to the FBO to repair the leak. Also, the fuel source has to get to the lower explosive limit on the concentration and stay below the Upper explosive limit. It is tough to get the the LEL outside. 3 feet above a puddle of gasoline is not explosive outside, and that has the factors of safety for determine an explosive area based on fire codes.

I might see if I had anything plugged into my power jack. I hope it fixes it for me too.

As I get closer to the ground my 430 gives me feedback when I am transmitting. I think I am heard clearly, but it is not a good thing in my ear. I never thought about the cell phone. I also might try a different head set.

It isn't about going to jail, it is about staining your record or potential getting a suspended license. Once you have enough experience, you would know when you are in Class B. Especially with the GPS, it makes it much easier.

If you are involved in a near miss, I think you should use a NASA form, but in a case where there wasn't anything like that and there wasn't a violation, then you shouldn't fill one out. If you mistakenly wander into Class B without permission, you should fill one out because you were in violation. But what she was saying is that you can only use a couple to avoid prosecution of your license.

Me too for sure. It was no fun. Not a violation on my record, but I am sure that I am still in her system. Also in talking with the woman from the FAA, she told me that I should NOT have filled out the NASA form. She said that you only get a couple of times to use that ever, and to use those only if a for sure violation is done or there is a near miss for some reason. She also said that they also don't work if they deem the violation to be done on purpose.

Final update. FAA - no further action. So everything has worked itself out Although I am signing up for the AOPA lawyer insurance.