AIREMATT

Garmin G3X website says you can put in the future updated card and choose not to do the update until the day it changes over. I know my GNX375 works that way too. The card is just to change the data in the database. Once changed the database doesn’t change until you insert a newer card and do the update process again. Update an SD card before you leave Monday and put it into the G3- and GTN BUT DONT do the database update until Thursday December 1 (I believe that is changeover day for the DB’s).

+1 on the eastern US and having a few ATC calls blocked in 4 days of flying this week.

A great reason to plan a distant alternate with good weather. It allows you to change to closer alternates with less than good weather but that still meets alternate mins. if your fuel situation changes. Plans B and C… before you even depart. All depends on the day. Large regions of low ceilings may make it difficult sometimes, but you can give yourself options.

“Carries” may be a continuous condition, but it doesn’t mean you have to land immediately. You may have to implement Plan B or C to reduce fuel burn such as speed, altitude, or route change and still continue to your destination. Airlines operate under Part 121 and are required to partner with a dispatcher on a Plan, different Plan if fuel changes, and maybe a different plan if the weather changes. Airlines have multiple ways to affect the fuel on arrival between speeds, altitudes, routes, and even swapping airplanes in a holding stack through ATC for an airport. If flights immediately discontinued a flight every time they initially projected less then 45 min fuel on arrival, many more flights would be delayed and rerouted every time there was a weather event. Airlines don’t even need 2000/3 weather to avoid listing an alternate. Based on Ops Specs, they may be able to use 1000/3 or even as low as 1000/2 weather as minimums to not list an alternate. Auto land systems and training programs allow them to use whichever of these minimums the FAA will approve in the Ops Specs for them. GA pilots don’t have the aircraft systems or pull with ATC or planners to work with to make these alternate arrangements. They have to do it solo. Keeping track of fuel and having plenty in case a GA airport becomes unusable due to WX, runway closure, etc. May make a 45 min reserve wholly insufficient and other times overkill with fluctuating WX above and below 2000/3 due to limited WX information.

Hey Rob, it appears the inverter with very little draw uses almost no battery overnight. I took a charged 12v battery and hooked the inverter to it a plugged in an LED night light for 18 hours and at the start battery voltage was 12.35v and after 18 hours it was still at 12.3v. Probably worth a try if you don’t have 110v in the hangar.

I guess that is a good question. How much would the inverter with very little draw through it actually use long term to run itself. If I figure it out I’ll let you know. Plugging the inverter into a battery at home to see.

I wouldn’t think the small cellular draw for the Switcheon would drain the 12vbattery (or 2) faster than the solar panel would charge it. I know my Switch goes offline and online periodically, maybe using less electricity than being on all the time. The large draw for the heater would only be when you switch on the separate inverter plugged into the Switcheon. Not an electrician, but the portable inverter I use in my car occasionally could be used to power my Switcheon. It shows the draw through the LED display on the inverter. I could see what the switch itself draws to monitor the cell signal next time I visit the hangar.

Can you just buy an inverter that plugs into a car 12v outlet and hook it to the battery. Then you can plug in the Switcheon to the inverter.

Not just for pilots while flying either…

Looks like new!!

Updated the list. Sold the Midco CDI.

Thanks for the heads up Carusoam! Still have the Midco for sale. PM me and we can figure it out @ProtoFly

Hopefully he knows enough to look at the wall clock (or T/C or AHRS) to break the tie.

But really wide!!

Have you pulled the plug and squirted a little gas into the cylinder to see if it fires? That usually will pull anything through and get it going if it fires. Might have to do it a couple times before it runs steady but it should fire up until the squirt of gas burns up at the very least.

+1 in support of Oasis. Had an annual done and shock discs before that. Very helpful guys and I learned a ton in the process from them. That was the most valuable part of each visit.

Unfortunately, so do all other recreational communities. Our community just seems to make the news every time which puts it in everyone’s face with much higher frequency than other recreational communities.

That doesn’t necessarily make them more dangerous. They just tend to do more low altitude sightseeing and takeoffs and landings rather than longer flights at cruise and less time spent near the ground or in the traffic pattern. Maybe a comparison would be more relative if we compared cycles rather than hours because of the nature of the two types of flying. Sort of like comparing turbojets to turboprops. Both are turbine powered but one spends longer times at high altitudes Enroute above the WX and one spends more time at low altitudes for shorter times in the WX and turbulence and traffic patterns. Maybe the per hour comparison isn’t the best there either. I wonder how they’d compare based on a per cycle ratio. Something to think about when determining which stats to live by.

It would seem from your anecdotal evidence that experimental aircraft are much riskier, but also from your small sample, all but 1 were doing higher risk maneuvers and activities. How does that compare to the general experimental vs. certified accident rate? Is 4 to 1 the same rate for all as it is in your sample? In addition, motorcycles can be used in lower risk and higher risk activities which are determined by the operator. Dirt bikes jumping driveways along a busy road are much more likely to be involved in a bad accident than those in closed Motocross courses. Street bikes racing along narrow, winding roads at high speeds because it’s fun/cool/a release are more likely to have an accident than someone riding a straight wide road with good visibility of other vehicles/deer/objects in the road. There are similar reasons autos are more or less dangerous (tailgating, speeding, showboating...). Both motorcycles and autos can be operated in high risk or low risk operations just like planes. It seems the main thing they all have in common is: the operator has the ability to choose where on the risk spectrum they wish to operate.

In general, I’d say just participating in MS means most of us are trying to reduce our rate from 1:100,000 hours. Safety protocols, knowledge and judgment(risk mgmt) going up all help our rate to go down. All 3 can be gleaned from the limitless posts scattered throughout MS relating to each individuals need for information specific to their situation. I’d say just having a place like MS for us all to read about others experiences reduces our odds from the general 1:100,000. As aviatoreb and aggiepilot said, there are conditions that can affect each individuals odds both higher and lower than 1:100,000. More of those who take actions to reduce their risk will in more cases than not lower their chances of a fatal accident while others who go out of their way to take riskier actions will increase their chances of a fatal accident. Averaged out those two groups may well end up at about a 1:100,000 rate. Which group do you want to be a part of??

I’ve seen carb ice in my C a few times. On the ground taxiing and inflight. Usually lots of humidity (clouds) and temps above 32F. Watch the MP in flight and when an inch or so loss of MP is indicated, Carb heat on-when ice is removed, Carb heat off. Repeat through out the flight. During a 1 hour flight in light rain and solid imc I had to use it 5-6 times. C models can and do build up ice even at 65-75% power. During taxi out, I didn’t realize it had built up as much as it had until run up when I tested the carb heat and the engine sped up after the ice melted. Had to use it again before takeoff due to same highly humid conditions. Running with carb heat full on at cruise just because you are imc would require leaning the mixture to regain smoothness in the engine. Can’t say if it is bad for the engine but if you monitor MP and use carb heat as needed, you won’t have to worry about it being bad for the engine or not.

Click and go!! https://mooney.com

I think you can misalign them when replacing the small center o-ring. See the SB M20-229-A (downloads) and be sure the top and bottom are put together correctly. If I remember from replacing them with my A&P, they could be reassembled rotated, but wouldn’t line up fore/aft on top when closed. They tab would point left or right of aft. Was too long ago to remember the details other than that

I didn’t think you did. I just meant if you do find a good Mechanic, MSC or not, work with them to be sure you are getting done only what is needed, or what you want to improve. An occasional trip for service to another quality shop for a second look can help you ensure you are getting that. Good Luck with the tuned up bird!!