RLCarter

IMC exist during times of rain, low clouds, or reduced visibility. IMC generally exist whenever visibility falls below 3 statute miles (SM) or the ceiling drops below 1,000 feet above ground level (AGL). i personally use carb heat according to the POH and or anytime there is visible moisture As for your POH, check with Mooney to verify you have the latest edition

11-4 M20C N78959 McCollum – Statesville NC 2.0 hrs Gloomy forecast. Heaviest rain ever!! Engine out @7000’ over Barrett’s Mt due to showers 11-4 M20C N78959 Statesville – LYH 1.3 hrs Emergency landing @ Statesville, MVFR (thank God!) Try to push on. More showers; Precautionary landing LYH. Stayed @ Holiday Inn 11-5 M20C N78959 LYH-W09 1.3 hrs Mostly IFR, little rain. Good to be home!! Here's the highlights as I see them, In 1985 you can bet he had no weather radar on-board and launched with T-Storms probably forecast along his route (Not Wise), then he gets an engine out due to a water soaked air filter and made it safely on the ground, (Damn Lucky), Next he "pushes on" (Just upgraded to Dumb Ass Status) luckily he made it back on the ground and managed to keep his head out of his ass and got a motel. I've seen a A36 Bo that was spit out the bottom of a T-Storm, Vert. Stab. had a 10~15 lean to it, and one wing tip was a good 12" higher than the other, very few skins on the plane that were not wrinkled, he did manage to land the now insurances airplane safely and walk away, soiled shorts and all. I just don't get why if Carb Heat is recommended in these conditions you wouldn't use it, Change the mixture if it makes it run rough, Lycomings or Mooneys for that matter are not immune from carb ice and under the right conditions it will happen. As a pilot you have the responsibility of a safe flight, neglecting the manufactures suggestions because you feel it isn't needed isn't a good idea, but telling another pilot that something isn't needed that could cause an issue is just flat out wrong....I mean no disrespect to boilermonkey but his question isn't clear, "Carb Heat IMC?" would depend on what is causing the IMC, clouds and visible moisture, "Yes", dark night and no ground reference "No", visible moisture during VMC "Yes". I have forgotten the Carb Heat was "On" and flew 70 miles in a C-150 (Conti 0-200) and never noticed until it was time to land, and that included taking off some 50 minutes earlier.

I'm not really sure of the reg, I think if its for compensation or hire there needs to be a return to service flight

Isn't the "return to service" flight suppose to be a "Solo" flight? It would be interesting to know what percentage of A&P's or IA's are also pilots, my guess it's very low.

Carburetor Ice Three categories of carburetor ice are: Impact ice - Formed by impact of moist air at temperatures between 15 and 32 degrees F on airscoops, throttle plates, heat valves, etc. Usually forms when visible moisture such as rain, snow, sleet, or clouds are present. Most rapid accumulation can be anticipated at 25 degrees F. Fuel ice - Forms at and downstream of the point where fuel is introduced, and occurs when the moisture content of the air freezes as a result of the cooling caused by vaporization. It generally occurs between 40 and 80 degrees F, but may occur at even higher temperatures. It can occur whenever the relative humidity is more than 50 percent. Throttle ice - Forms at or near a partly closed throttle valve. The water vapor in the induction air condenses and freezes due to the venturi effect cooling as the air passes the throttle valve. Since the temperature drop is usually around 5 degrees F, the best temperatures for forming throttle ice would be 32 to 37 degrees F although a combination of fuel and throttle ice could occur at higher ambient temperatures. In general, carburetor ice will form in temperatures between 32 and 50 degrees F when the relative humidity is 50 percent or more. If visible moisture is present, it will form at temperatures between 15 and 32 degrees F. A carburetor air temperature (CAT) gauge is extremely helpful to keep the temperatures within the carburetor in the proper range. Partial carburetor heat is not recommended if a CAT gauge is not installed. Partial throttle (cruise or letdown) is the most critical time for carburetor ice. The recommended practice is to apply carburetor heat before reducing power and to use partial power during letdown to prevent icing and overcooling the engine. To prevent carb ice: Use carb heat ground check Use heat in the icing range Use heat on approach and descent Warning signs of carb ice include: Loss of rpm (fixed pitch) Drop in manifold pressure (constant speed); rough running Pilot response to warning signs should be: Apply full carb heat immediately (may run rough initially for short time while ice melts) In the chart below, the curves encompass conditions known to be favorable for carburetor icing. The severity of this problem varies with different types, but these curves are a guide for the typical light aircraft. Light icing over a prolonged period may become serious. When you receive a weather briefing, note the temperature and dewpoint and consult this chart.

Even cheap Chinese wrenches make terrible fuses

Tiny air bubbles that show up after the fact are generally due to the new paint being waxed or sealed before the paint has cured. Waxing new paint seals it up and won't allow the solvents to vent off, I generally wait 3 or 4 months before I wax new paint to avoid "Solvent Popping". A good paint job starts at the prep, if the shop doesn't take the time to prep correctly it my look good for a while but won't last

Awesome, welcome back to flying

It had a gear up while on the test flight?

Un-filtered air should have been closed in the rain as per the POH

Cessna 150 & 172, have 40 or so hours in M20C but never had an issue but in visible moisture the carb heat was on

Carbureted Lycomings aren’t as susceptible to Carb Ice as the Conti’s are. I’ve had Carb Ice several times with the Conti’s in severe clear (2x at night), it will get your attention. If visible moisture is present (VMC or IMC), the Carb Heat comes on. Why chance ingesting ice if you don’t have to.

I got into Mooneys through the cabin door....... OK that was bad, find someone around you with one, buy some fuel and lunch and get hooked. Where are you located? The South is a large aera even in a Mooney

I'd leave it, it doesn't take up much space plus you its a good power source should you need it

My 65 E has a comm antenna in the same spot, looks like crap in my opinion but it works, I'll change it if I do a 201 windshield

sure seems high, even for an after hours call out.

Levil @ FNS

There is a video (I'll find it) and the daughter said it would retail around $1500.00

Levil seems to have got it, put it all in one box and go

What do you guys think of This? Seems simple if they can get it approved for certified AC

I would go the $35.00 for the "minor kit", because it is what was used by the factory it only requires a log book entry. A lot easier than getting a field approval

I used my wrist watch during my IR, my iPad covers the clock in the yoke too, DPE never said anything. I rotate my watch 180* from the norm so it can be read with out having to rotate my arm when flying or when on my Motorcycle.

is it tripping the Nav/Pos circuit breaker, or do they just go off?

if I'm reading this correct the Nav/Pos lights work fine until something else is turned on. If this the case what is the something else you are turning on and do they come back on when that something is turned off?

not sure if there is limit switch or not, my guess is a bad wire and/or connection