PeteMc

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!!!!

I've never had a problem with Garmin Aviation DB Mgr, but I'm on a PC. I've heard of people having issues on both the PC and MAC, and the fix seems to be to just download an reinstall GADM again. You don't need to uninstall, just download the latest (even if it's the same version) and reinstall.

MAPA may not be active but the Mooney Safety Foundation certainly is still around. There's a "Contact" both at the top right and bottom center of their Website. Shoot them a note and see if they'll sell you the manual at a greatly discounted price since you can't go to any of the PPPs. As for going... I couldn't make it to Santa Maria last spring, but hope to make it to Burlington, VT in September (though there may be some scheduling issues that may mess that one up too ). https://www.mooneysafety.com/proficiency-programs/

Did you recently add a new device? That may be why you haven't seen the Sync option before. As for using it, yes, I've used the Sync option since I did my panel a few years ago. I just need one SD Card for my GTN, GNC and GI275 (though I usually create a couple of them in case I get to the plane and find there's a problem with one of the SD Cards). The only thing you cannot sync is the Terrain database, but then updates for that are pretty rare (last one was Aug. 2020). If there is a Terran update, Garmin recommends creating an SD Card/USB drive for each device using the Standard Update option. And to only check the Terrain update and do it separately from all other updates. This may change with various Software updates, but at the moment this is how they recommend doing a Terrain update.

I did a fair amount of formation flying years ago when a friend was working on an article. Never had a problem with my veneer throttle in my K and I think the J also had one. If you join correctly you should be in that range of minor tweaks. Now if you join rapidly, like a military jet.... Well all bets are off and I won't be doing any formation flying with you in my non military plane and non military training.

HA! Not Google skills... All too often when looking at that site I'll be scratching my head "what does that mean again???..." So I'm well versed with finding the Legend!

Yes, the little red waves are low-level wind shear. Remember those are not FF's charts so for the Legend you need to go to NOAA/Aviation Wx. You can see the Legend here: https://aviationweather.gov/gfa/help/#symbols