PeteMc

So 48oz, 1qt oil & 16oz of Cam Guard, got blown out the oil vent tube. You want to put 7qts in max at an oil change. Run the engine and make sure everything is okay and you may show 6-7 qts. Let it sit a day or more and then check, where you may find you have MORE than 7qts. Since you probably ran the engine to get the oil warm before the oil change, all the engine parts were still covered in oil. It will take a while in the TSIO-360 for that oil to move down out of the engine.

I'm guessing you may not have flown that many places or only smaller airports. Or you've been damn lucky! But in addition to NY I can actually pull up "landing fee" since the late 90 from: CA, MA, MD, MT, NH & TX. And I know I've paid landing fees in MULTIPLE other states, but it was just on the fuel bill and I didn't break it out. The ones I'm reasonably certain of are AZ, CO, IL, WY and maybe SD. I haven't paid any here in WA yet, but I have heard of a few airports that do charge them (BFI I believe is one). And I'm excluding the large Airports, I paid over $1,600 when I had to make an emergency landing at JFK when I lost a cylinder. I don't remember what the Landing Fee portion of that was, but it was up there. It may have been over $100 and I think partially because of the time of day I landed. The rest was Ramp and Service Fees for the time the plane was there while the mechanic figured out what was wrong, order the parts and then do the repairs so I could fly out. And if I remember correctly, they even cut me a break. Regretfully with so many St/Co/Cities cutting their budgets, fees have popped up at a lot of airports. Many are waved if you buy fuel or they are only a couple of bucks, so if you don't actually look at the fuel bill closely, it blends in with the other taxes and you may not notice it. I remember a Ramp fee in TX that was pretty high, maybe $8, and the FBO said it was the city's fee, not theirs and they could not wave it.

Now that's a reason for the Bill in MT or anywhere else. And as someone else said, it should be a Fed law. I've seen a bunch of thread pop up in all sorts or groups yelling and screaming about Vector being a "fee-based bottom-feeding" (sorry @dkkim73 ) because... They used technology to offer State, Co. City or whomever, a less expensive way to process their Landing Fees that they were going to send out anyway. And they used ADS-B because, sorry folks, they CAN. So the issue should be the first part of what dkkim73 pointed out "...prevent use of public ADS-B data for other than safety and navigational purposes..." and everyone should just stay away from the Landing Fees and Vector. That's just going to be "whining" in the view of those you want to get onboard to get behind any kind of ADS-B Bills throughout the States or Fed. And again, one big downside is that it is States, Cos & City governments that are probably the biggest clients of any company that wants to help with Landing Fees or any other kinds of billing in the future. There are a number of people in our Gov... and close associates that would love nothing more than to privatize ATC. So that ATC billing MIGHT be because you flew through someone's airspace as in other parts of the world. This is nothing new, they've been talking about it for years. But now they're in a position to potentially do it. (It's a shame how MOST of them (any side, any time) talk a great talk, then change when they get in "power." Then the few that are there to really do good, get rolled over.)

DON'T YELL AT THE MESSENGER.... Just pointing out that at the Airport I was based out of for a few decades (KFRG) had the Ops people sitting in the window listing to the Twr/CTAF and with binoculars to make sure they got the N# for the landing fee. If it was night and they didn't hear the N# and couldn't read it, they drove out on the ramp. KFRG is a NY State Airport. The Landing Fees are unlikely to go away. So my tax dollars were paying for this extra person to sit there with all the benefits and overhead above the salary. So the technology, IF DONE CORRECTLY, would save NY State residents money. Also, over the decades, there are a LOT of Airports that started charging Landing Fees that had nothing to do with ADS-B, so by blocking using ADS-B is not going to stop the landing fees, if anything, it is going to add the cost into the fee to do it manually. AGAIN, before you jump on me, think about it. Are the fees in MT, or anywhere else, going to stop because of the ban on ADS-B use for tracking landings at an Apt? As for Vector and the incorrect billing I've heard occasionally happens, I'd rather see a Bill that allowed me to charge for my time to correct that billing error!! As we're not going to stop the fees. Or maybe a Bill that required them to include a Pic of my plane actually ON the Runway included on the invoice.

Same thing for me. Figure out the MP setting for your plane that will give you the speed you want in the descent with the gear down. Then set for that power well before the FAF. About a half dot before intercepting the GS/GP I drop the gear and you start down as you intercept the GS/GP. Then, as the others have said, when you break out you can easily adjust the power to slow and add flaps as needed.

I had just seen him hit the snow berm the first time I watched it. Totally missed the wabbling wings and sudden increase in the sink rate in those last few seconds. But even so... I hope there's a new note for those that maintain B18 that there will be no snow berms at either end of the Rwy.

I had a -GB engine for a few years when I first got my plane and then went to the -LB. But from what I remember of the -GB, if you're only running at 29" and you're having problems keeping the cylinder below 400 degrees, something seems off. Is this from the single factory cylinder temp probe or do you have a JPI or some other engine monitor? With a stock -GB at 9.6g/hr, 31.8" and 2200 RPM, you'd be at 65% power (Best Economy). You're below that and the Intercooler should be bring your temps down below the stock engine. An even at a higher RPM with that fuel flow, you're even lower than 65%, so again, the 400 degrees seems strange. And if you've been going to the same mechanic for years, maybe you want to have someone one else take a look. For starters, I'd be checking to see if the temperature probe(s) are giving you the correct reading. Also, is the baffling sealing correctly or is there just no air going through the cooling fins. And I guess it could also be your Tach or MP gauge that are off. I'd say to check the Fuel Flow too, but you'd probably notice when you filled up if the 9.6g/hr was off.

Totally agree it is easier to see the other plane if it is out your left window. Just pointing out that not all Downwinds are on the Left. And not all Cubs, etc. will hear your call.

After I upgraded my panel I now have an Airspeed Bug that I don't really use. So I tagged the Gross Vbg speed and I just leave it there. So if something happens there's no reading the numbers, doubting myself that I'm remember the correct speed, etc. Push and go for the Bug. But once I'm there, assuming I'm up higher, I can think about how loaded I am and drop the speed a bit if I think I need the extra glide time. And I also have the ~11kt range, which may be true of all Mooneys. But I doubt I'd ever want to really guess how slow I could really go. So I'd probably only slow up a few knots, maybe 5 at the most even if I knew I was very light. As for FF or any other App that may be asking for Vbg. Your best bet is to put in the speed for Gross Weight.

Umm... I didn't quote anything about a the CFI [supposedly] taking too long. But on that different message you're quoting... To bad the CFI didn't say "we'll be a minute on the Rwy" but other wise, it was their runway. And it's not uncommon for a CFI to go over a few things while lined up on the Rwy with a new student.

Actually no, they did not have the Right of Way. FAA even calls this out that someone can't try to descend to claim they're lower when they should be following the aircraft already in the pattern. And not only were you in the pattern, it sounds like you turned Final and were #1 for the Airport. But the biggie on this was that they dove beneath you and then landed in front of you. I'm all for talking out little mishaps on the ramp, but that one would have gotten a call to the FSDO or the 800#. Your single phone call may not result in anything happening. But if they did this to you, they could have done it to a number of other people. So if you phone in the issue and they keep getting other calls, THEN it may result in some much needed action.

Not that I'm fan of this guy (maybe it's his voice...). But he does have the ADS-B timelines in sync in his video. So even if you don't listen to his comments, it is a good track of what appears to have happened. https://youtu.be/tTq6bdRBrWk

Rather than using "Right" (or Left), it might be better to refer to the Offset/Upwind as always the opposite side of the Runway from the Downwind. This way people won't just remember "to the Right" and move to the Right and start climbing under a Right Downwind.

Yes, offset to the Upwind side and get far enough away to see the other plane as you climb. You don't want to to turn into the Downwind and be climbing up into any traffic you forgot was there or is in a NORDO aircraft. You'd be coming up under their nose and/or wing where they'd never see you or expect another plane to be. Odds are, even in a relatively slow plane let alone a Mooney, at least while in the pattern, you're going to be faster than the departing traffic. So it is unlikely you'd be able to turn Crosswind behind them. So plan on heading out away from the Apt and then once you're up high enough, maybe reenter the DW on an Overhead entry.

Yes and No. There was a Mooney Aircraft Pilots Association that, to my knowledge, is now defunct. Maybe someone here can really fill in the blanks. But I *think* the Mooney Safety Foundation may have been created when the original MAPA shut down, or was having issues and they opted to separate themselves from MAPA. So MSF is now the parent Non Profit Organization. And on their website they do say they are Doing Business As (DBA) the "MAPA Safety Foundation." And that is who my Insurance Co made out the CoI to last time I took a PPP. It's posted earlier in this thread, but here's the link again: https://www.mooneysafety.com/

I don't think I looked at the Data Plate since I first was looking to buy the plane. Is there a date there? I only remember the Model & S/N.

That's only the year, which I know. I was looking for the month and day. And the A/W date is not a bad option.

Very true. And usually on the N# Lookup page.

Had a talk with someone that actually knows when their plane rolled out of the factory and/or took it's first flight (not exactly sure if they know which one). That got me thinking how some of you here have lots of old records (official or not) from the early days of Mooney. So anyone have records on when various S/Ns came out of the factory or flew away from Kerrville? Or maybe know of a link that would show that info? I can see the various Birthday Party Invitations beginning to form as people read this post...

You may want to sign up for a PPP then, especially if the plane is new to you. Or even if you've had it for years. You'll get the ground school to go along with the manual you thought was pretty amazing and all the people there to ask follow up questions. Then the flying will be with someone that knows your model and you can work on things you know you need to work on, or let them just show you some tips and run you through the basics. You'll also walk.. er.. fly away with an IPC and Flight Review. So you get those checked off too.

It is a MAPA PPP, hence the title. What curriculum did you see that was generic. Typically Friday is the Ground School day and you fly on Saturday. Sunday is a rain day or if there are a lot of attendees I think some get moved to Sunday morning. Then departure. And I'm assuming you got the manual by attending a PPP, so it basically runs the same way.

Where in ID? I see you're wearing jackets, but then there are the palm trees. We made the move from NYC to WA a couple of years ago.

Mine is in the Right seat leg well near the center console. Easy to lean over and get to if I'm in the Pilot/Left seat. So double check to see if they didn't stick it up in there. But is there any other Garmin gear in the plane? I actually don't use that USB to update, the data syncs from my GTN to the GI275.

POH and even Cont. manuals for the -GB were written maybe 50 years ago. A lot of knowledge has been gained since we've gone from a single monitoring point to the JPI or other multi cylinder monitoring. As for your above power settings, you didn't say what the fuel flow was, which is a major part of the equation. And my biggest issue (-LB), which I thought was common on most of the TSIO-360s is keeping the #5 cylinder cool. So if you're #2 is running the hottest, I'd really wonder about the baffling. Also, do you run with the cowl flaps adjusted so they are slightly open? It makes a huge difference getting the air to flow through rather than just build up pressure under the cowl.

There's also going to be one in Cheyenne, WY: Jun 6-8. Got fuel there last fall on our way to JAC before heading home. Seems like a nice place. @McMooney, you can find all the locations and dates (scroll to the bottom of the page) and more info here: https://www.mooneysafety.com/