AIREMATT

Some King Airs can have electric power steering. When it is inop or when by procedure it is turned off for takeoff and landing it free casters. The non electric steering models (vast majority) have rudder pedal linked manual steering.

Any time you have humidity and cool enough temps to form ice you have potential for carb ice. I’ve had it in my C a few times in fog, drizzle and clouds and OAT below 50F. First time was an eye opener on the ground prior to run up. It took a while to get enough engine heat to heat the defroster and while resolving that issue, exacerbated by wet clothes and gear due to rainy conditions loading and preflighting, we taxied slowly for a full length of the taxiway. As I started the run up, I checked carb heat and low and behold rough engine for a couple seconds that went away after the water ran through. In the next hour plus of flight in IMC, I had to use the carb heat 5 times to clear carb ice indicated by 1+” of MP reduction while cruising each time. I don’t have a carb temp yet so full heat, slight rough engine for a second and then smooth, carb heat off. It’s not a big deal, you just have to monitor the MP if you don’t have carb temp allowing you to run partial carb heat. PRIOR TO descent and approach power reductions, definitely use full carb heat to be sure everything is melted and leave it on if still in humid cooler conditions or it can reform and you may not have sufficient heat to melt it. Lycomings like our C can make carb ice no doubt.

Don’t just look at the issues as they come out going forward. They have about 8-10 years of monthly issues in the archives that cover almost everything Mooney related to get you up to speed. They have been a great resource for me as I went from 0 Mooney knowledge to “a little more” Mooney knowledge over the last 8 years.

Definitely not recommended:)

Sounds like the generator needs an overhaul or replace it with an alternator. Had the same problem with mine first time at night after I got it doing several landings and taxiing back. Doesn’t charge the battery much at low rpm on taxi or in the pattern. I put in a plane power alternator 8 years ago after trying a new VR with no improvement. Love the Alternator conversion at low rpm on the ground and in the pattern. And knock on wood, it’s still going strong.

That is one problem with the Big Buddy heaters and other catalytic types. Lots of frost on things when you are done and it cools down in there.

Need for Emptying the bladder usually happens before the need to use over 5 hours of fuel in the tanks

Has that changed over the years? X-C used to be any flight where you landed at another airport. The 50nm distance only applies to X-C time required for a specific rating and for those airports to be at least 50nm from departure. I have thousands of hours and an ATP. If I fly 13 miles to a nearby airport for gas is that not a X-C flight anymore? If I’m a private pilot who isn’t logging lots of time towards any additional ratings is the same flight no longer X-C?

This too in RED…

This is the key. Get your tasks prioritized and finished ahead of time so you can focus on flying from the IAF to FAF to MAP. Task management sounds like what you’d need to work on. Stay ahead of the plane and the processes. Brief and know the approach so you aren’t constantly having to look at the approach plate or having to set radios and GPS last minute. That will minimize the distractions that cause altitude deviations. If you are having trouble with task management after COVID, maybe talk to your CFI about a helping you organize your tasks and checklists to stay ahead of the plane and prioritize what to do before during and after each phase of your flight.

Now that you have all the settings that work, write them down somewhere. When I have my GNX375 or dual G5 software updated, the update somehow changes or resets settings and the problems come back. This way you can ensure your settings are correct after any software updates or changes to your hardware going forward. Avionics shop spent some time on the phone with Garmin due to some of the problems that would occur—all due to unknown/unexpected setting changes after updates.

Probably from a Fueler who didn’t understand how it was supposed to close. I had one that I yelled at as he was about to hit the lever to get it to go down because it wouldn’t push down. He stopped just short of hitting it and I explained to him that hitting it would damage it. I showed him how to line it up properly and push the lever down with a pinky finger easily. I told him if he had to hit it he was doing something wrong.

Do the PT on your own between therapy visits religiously or don’t expect a successful outcome. About 90% of the people who have unsuccessful outcomes don’t do the therapy at least as often as recommended. Do it more frequently if you can as long as you don’t have pain doing it. Expect 3 months for the recovery and if you do the therapy religiously another 3 months to get a normally functioning shoulder again. Softball injury tore my cuff, bicep tendon and the collar bone cut the tendon that raises the arm. Other than a cortisone shot 3 years ago (15 years after surgery) it’s been good enough to play volleyball regularly for the last 9 years. Did the original PT more frequently than planned with therapists approval and it made a positive difference. I’ve heard plenty of horror stories of unsuccessful shoulder surgeries and most admit not following though on the PT. Just my experiences if they help.

Which app are you using? Thanks!

The Apostle islands are a nice visit as would be Door county in NE WI. Traverse City has some nice sights on the Water and isn’t too far from Lk. Mich. sand dunes. They have some wineries west of TVC close to Lk. Mich. too. Just some ideas…

Try some strips of foam seal for a pickup topper or camper seal. About 1” thick and self adhesive. Come in 20’ rolls and about $15 each.

Bose is the same. ANR cuts out and headset gets louder but still works fine.

If it dies in flight it means you ignored the 8 hours the battery low light was flashing before you changed it. Takes about 30 seconds to change batteries if you know it’s in low state and have spare AA batteries ready to go. 40 hours on 2 AA alkalines is the minimum I get. I can fly 5-8 hours a day 5 days a week and not replace batteries for 3 full weeks. Don’t use my BT much though, that may use the battery faster. Panel power is convenient, but if you want to use a different plane you need adapters or a panel power equipped plane right? My $.02.

You can look up MIL specs here (useful to find out latest version especially when a specification has been superseded): http://everyspec.com You can find approved vendors and their commercial product part numbers here: https://qpldocs.dla.mil Skip has all the great reference links!! Thanks!!

I am fortunate to have had it modified correctly years ago.

Hit the Nail on the head!

Must be willing “victims” or you’d get hauled in for kidnapping them

The one difference I see between METAR/SA OR TCA/CLASS B is that the former are getting the US to use the ICAO standard. Student/learner is designed to generate labor costs to revise everything and justify spending more $$ in a federal budget department just to make someones ego fluff up. Student , learner, pupil, new member… doesn’t make a darn difference. If you want to learn you study, that makes you a student. It is futile to argue it in the “woke” world we are in, however. We are already wasting more time and money getting no progress from our “woke” leaders. Why do we keep sending them back every election to manage making no real progress other than telling us how hard they are working. Rant over…

So the chart says Wing flaps - take off position Text in takeoff section says Vx about 80Mias Flaps and gear up for obstacle clearance. This only apply to taller than 50’ obstacles? Like terrain around valleys?