PeteMc

So you're saying there is nothing wrong with G1000, nor the way George is promoting it. You'd just like to hear more from the competition.

Have you tried C&L Aero 530-223-0667 https://www.c-l-aero.com/ The (new to me) shop I used for my Annual sent my tank and regulator to a shop they had used for years. They came back with a quote that the mechanic knew was bogus and told them to send everything back. Based on a lot of different comments (a lot from here), C&L came up as the go-to place. And I thought I had the name of the company that bought Scott that is operating in FL. If I find it I'll post it. (I'm assuming your regulator was from Scott.) ADDED: Found it... Aerox Aviation Oxygen Systems 239-405-6117 https://www.aerox.com/repair-station-and-support/

So you're saying George is trying to "push" or "sell" his company and its products. I get that, and also get any CEO/Owner doing their job would do the same thing. But are you also saying George is trying to sell snake oil? And the data was massaged, doesn't show what he's saying or was out right falsified? Or you do you just not like the dumbed down presentation for a room of non PhDs? I get that he's selling, but so what? Something has to happen soon and if his v01 of his G1000 is a start, then so be it. And to a non scientist, but I like to think usually gets the concept of these things, there seems to be years of data supporting his "sales pitch" to the point that maybe we should listen. But always looking for facts to the contrary.

At their Home Airport or while on a XC? If a XC, what airport and what was the Density Altitude? I had that happen to me on my first X-US flight in a Cherokee Six when I rolled off the runway at Coronado, NM (4AC which isn't there any more). I was still in the "Full Rich" mentality and the engine did not like all that fuel at that altitude. But probably just a quick tweak by their mechanic of the idle RPM or the idle mixture.

A friend with a 212 conversion always does what @Ron McBride suggested. He runs up the engine to 11-1200 and then pulls the mixture. He has a LOT less Hot Start issues.

Bolder Municipal used to be 1V5 Aurora Airpark for 01V

I also have an Air and have it on the yoke with a RAM mount. I purchased a separate small extension arm and ball joint so I could move it around a bit so it fits right in the yoke. And I also move the mounting ball on the back of the holder to get it in the right place.

Below are a couple of possible sources. The first one you can read the manual, but you need to create a User ID to download it. https://www.avialogs.com/engines-l/lycoming/item/8376-operators-manual-lycoming-model-o-145-b2 https://aircorpslibrary.com/lycoming-aircraft-engines-o-145-series/

Thanks. I just didn't think the batteries were THAT much different. Certainly not enough that a battery minder could tell the difference. I did note Gill uses the same model for both Sealed and Wet, which you'd think would be a BIG difference, yet they use the same device.... ADDED: Maybe something someone at OSH can push them on to get an answer.

@OSUAV8TER... Is there really that much difference in batteries and battery minder technology that "BatteryMINDer" had to build separate versions for Concord and Gill? I really find that hard to believe. Even if they are really zeroing in on the differences between the CURRENT batteries, it would be minimal to have one unit with a switch. But then what happens when the new versions from both Concord and Gill come out? Your very specific minder is useless? Or in reality is it all marketing and it works just fine and oh, if you switch to the other brand, it will still work just fine.

You probably will need to reach out to them and via the Contact section on the Website is probably the easiest. I don't think they usually add that info to the Website or anywhere else in case they have to change it. You used to get the info when you registered, but maybe someone with the MSF is here and can share the info. Or someone that has already registered.

Trying to get them to come to KSFF next year. I think the PNW would be a GREAT place to have one in June or Sept! ADDED: Be sure to go onto the Mooney Safety Foundation website and to go Contact (Top Right or the bottom of the page) and send in your comment!! https://www.mooneysafety.com/

If the plane is started at full rich at 6K + whatever the DA is with the temps, I could see a pretty good rise in RPMs over what you would see at SL. I haven't been flying with the high temps, but I see the DA is ~4800 today, so I'll have to pay attention in the hot Wx next time to see how much increase I get.

Very true. I'm guessing this software doesn't allow for pruning of topics. Back in the ol' AVSIG days if a topic changed, the Admins could spit it off and give it a more appropriate new title.

Mines Trim indicator is a little bit different. I don't have a pic of just the pedestal, so sorry for the graininess in this blowup. I put a red box around where it says TAKE OFF. My standard Trim position for Takeoff would have the indicator line (black line) at the top/nose up end of the Takeoff range.

Unlike the Flaps, my Trim has a range with a line at the top and bottom, not one specific point. So I set it to the nose up end of the range.

On of the first Mooney specific things I was taught for my 231 was to set the trim to the TOP of the takeoff range. So I didn't need as much strength to pull back once the plane picked up some speed. So it was much easier to hold back to let the plane fly off the Rwy.

Two times ago when I had a problem with mine, we just pulled out the cards and cleaned the fingers. Next time it was a servo. So until you take it in where they can actually test and inspect the components, it is all going to be a best guess based on similar failures in the past.

Call the shops. Could be with the "brain" and the signals it is sending to the servos, or it could be a servo issue.

I was never taught to YANK the aircraft off. But I was taught that sometimes you can get some suction/stiction on a wet wet grass/soft field and you'll be at flying speed, but not lifting off. So a quick smooth pop with the yoke and then getting the nose back down will break that bond a little quicker. Sure, if the field is long enough you will eventually accelerate to where you break free, but this got you in the air and then more like Don was describing, accelerating even more and then you'd start your climb.

I've landed a few times at Basin Harbor, VT (B06). But then the Runway was maintained by the Golf Course Grounds Keeper. So you did get to land basically on a fairway. I've also landed at Cavanaugh Bay, ID (66S). That Apt is also well known to me and generally in excellent condition. BUT the grass is kept fairly long and is a tougher type of grass that B06's fairway. So I had the inner gear doors removed at a shop in Spokane before I flew up there for a few days. On a side note, that Rwy is also on a slope and I don't know the elevation change, but I only landed 15 and departed 33.

Right, that's how I understood it. And for me from the normal Rotation (64) to Vx (68) would be nothing. But I can get the plane up into Ground Effect a little earlier. And it's more of a feel than it is a fixed number. But once up, I could see acceleration to Vy over a long runway without any obstacles. I haven't done the math, but my guess at Leadville I'd start the climb in the 88 KIAS range (83 @ 15K). And assuming I'm meeting all the climb requirements (again, haven't done the math), I'd rather climb at Vy with the nose down a bit more for cooling.

Did not mean to imply not enough speed, but if I'm reading the discussion correctly, Don is saying to stay in Ground Effect and keep accelerating well after you've reached and acceptable Climb Speed. But if I remember my primary training, if you're at your expected speed and you're not climbing/accelerating, then something is wrong and you set down. You did NOT keep flying down the runway hopping you'd eventually take off. Don's procedure is one for a more experienced pilot that sees what's happening and knows if continuing is a good thing or not. Also, as he pointed out (or someone did) that in a Mooney you'd be right above the Rwy, so not something you just decide to do one day.

Yes, but in primary training it is beat into a lot of students that Ground Effect is a bad thing. So they are primed to make sure they can climb OUT of Ground Effect before they run out of runway. FAA Airplane Flying Handbook: ...Under conditions of high density altitude, high temperature, and/or maximum gross weight, the airplane may be able to lift off but will be unable to climb out of ground effect...

Ya got me!!! And I'll through in a little extra jog to get Utah off my list, just because!!!!