gsxrpilot

I certainly wouldn't buy iPad chargers from Sporty's. This is what I've been using for years, and it charges both iPad and iPhone together. https://www.amazon.com/gp/product/B00M6QODH2/ref=ppx_yo_dt_b_asin_title_o09_s00?ie=UTF8&psc=1 I like it that it's a flush mount and doesn't stick way out of the panel like its trying to get attention or something.

Regular use... 200+ hours per year without really any more than a couple of weeks off at any one time. Regular LOP operations and never at more than 65% power. Occasional ROP operations but never at more than 75% power. Fingers crossed at all times...

Mine is done. The SB has been complied with. There is absolutely no change to either hot or cold start procedures. I use the primer exclusively and never use either high or low boost pumps for starting. Cold start takes a few seconds of prime and hot starts take either just a quick shot of prime or nothing at all.

You'll have to bring her to Oshkosh and show her off.

Ok, got it. Can you post a link to this flight on Savvy? You don't have to post a link to all the flights, just copy the link in the browser address line when viewing the specific flight in SavvyAnalysis. Like this.

Lycoming's recommendation really isn't very good. Savvy, APS, Deakin, et.al. are all much better and more accurate.

Yes, my initial thought is that if it is unusable and undrainable then it's unknowable and must be ignored. And if dirt/water has accumulated there it's of such a small amount that it's insignificant, and regardless, can only be surely cleaned out by opening the tank which is a very intrusive, and paint ruining procedure. If the tank is opened up, then all the contents of the tank can be removed/cleaned out. But then, the most accurate way to determine useable and unusable fuel would be to refer back to the numbers obtained after running the tank dry in flight. Just my $0.02

Did you do an inflight Mag check as recommended by Savvy? The mag check on the ground is not very telling of anything.

My EDM900 uploaded to SavvyAnalysis gives me a log of where and flight time.

That'll never happen ;-)

Kudos on running a tank dry in flight. That is the ONLY way to accurately KNOW your fuel capacity and unusable fuel. Now that that tank is exactly at the unusable fuel level, I'd go through the process to level the plane and then drain the remaining fuel out of the "empty" tank and measure it carefully. That amount is truly your unusable fuel, regardless what the POH says. I just recently did this with my 252. Leveling the plane involved about 1.5 inches of lift (plywood) under the mains and a little air out of the nose wheel. For my purposes, I ran one tank dry, leveled the plane, drained the remaining fuel (1.5 gal) and noted that as the unusable. Then trained the other tank and added back 1.5 gal as being the unusable.

I'll look for a time to fly over and pick them up!

I should have known to call you first. Will they fit my 252? IF so, I might take one.

I'm guessing here... but from what I know, I'd expect that if you went MB to SB, you'd have to do the rest of the Encore conversion. You'd have 10 extra HP that you didn't have before and that would change the performance. That also requires relabeling the Tach and MP gauge (new redlines). But then if you've done the MB to SB, why not complete the Encore conversion and enjoy the increased UL. You've done the expensive bit anyway.

I get the same... importing from ForeFlight. I wish it would run on my iPhone and then let me view the data and the flight on my iPad later. There's just too much going on, on the iPad and I usually forget to record the flight in Cloud Ahoy. But when I want to test my ability at a max performance takeoff or a short field landing, nothing records it quite as well as Cloud Ahoy.

Thanks @Dave Piehler. Here it is for the inter-web challenged...

I've been five times and have never seen the front gate. I'd wanted to go ever since I was a kid. And by the time I had the independence and disposable income making it possible to go, I decided to hold off until I could fly there in my own airplane. I must say I got just a little emotional hearing "Cleared to land, welcome to Oshkosh" for the first time.

Hmmm... now you got me thinking...

@corn_flake, please let us know what you decide on this one. I'm sure you got some good advice from Dr. Ken. The collective wisdom on this forum is that no one knows more about how to find and purchase a good Mooney than Ken. It is so easy to think one has found a great deal on a Mooney only to end up spending double the value of a good plane, just to get a bargain to be legal and airworthy. You're lucky to have someone like Ken who's in the area to look and give advice. Keep us posted. We'd just like you to get a good one that you'll enjoy and therefore become a regular member of our group. And also stay away from any Mooney that will land you on my infamous list. Following...

I would be very confident taking Ken's advice on this. And you're fortunate he's in Tucson. Without his help, I'd be passing on this one and leave it to someone else to be the sucker and buy it without it going to a proper shop for a reasonable pre-buy inspection. An owner who won't allow the airplane to go to a shop for a PPI, I would assume has something to hide and isn't the owner I'd do business with. It's as important to "pre-buy" the seller as it is the plane. And this seller just failed the pre-buy.

There are a few Mooneys I know in Arizona who travel to Texas for their annuals. Both DMax and SWTA are sub $2000 for an annual. Might be worth thinking about.

I'd love to take the card compass off the center bar. And with so many magnetometer you'd think it could be eliminated.

I stuck my AV20S in an existing 2" hole. I'm wondering if the fact it's not perpendicular to the direction of travel might be messing with the AHRS. This picture is on the ground, so not good for reference. This is in flight, but it was dark and hard to get a good picture.

I guess it all depends on where you are on the pay scale. There is certainly a world of difference between an FO flying Dash8's for a regional and a Captain at one of the majors. As an outside observer, but with several family members flying for the majors, it's pretty clear that seniority trumps everything. College degrees or a military commission is nice to have, but once hired at a major, your employee number is the only determinant on compensation. The quicker he gets the hours and the ratings, the quicker he gets hired, the quicker he makes Captain, and the more years he has at max earning.

I think it's too deep.