PeteMc

As of now (0140Z), still no contact with the Odysseus moon lander. At one point when they were reviewing the last data they had received, one of the guys said it had initiated a 90 degree roll. Don't know if that was part of the planned roll or an additional roll. But that sounded like he was saying that was the last data on it's way down.

So with two radios having the issue, it would suggest it's not the radios. But it takes two seconds to make sure the connectors are seated correctly on the back of the radios and the Comm panel. Were the radios removed recently? There's a chance that some pins were bent and for some reason it just took a while for you to get a short on the speaker/headset side. Does the Speaker have the same issue? And when you swapped the Comm panel, did you look at the connector. Hard to see it really when connected to the tray, but you might see something. But make sure that connector on the back does not have anything pulled loose, etc.

I was about to ask if they were going to charge you for the swap or not. Glad to see they'll just swap it out.

For your long term solution, where are you located and do you have plans to fly to Canada? It hasn't been implemented yet, but if you're going to do a full panel upgrade down the road, consider putting in the GTX345D (Diversity). Then you covered if you ever decide to fly to Cda and the Diversity requirement is eventually put in place. (Required now in Class A airspace, will be required in May 2024 for Class B.)

I like @Kelpro999's idea of using a video snake down from the top. Then attach a draw string so that after you get the camera out you can pull the coax through.

That's not part of the antenna array itself? You have to split it before it gets to the antenna which then has two connectors?

Could be, but that should mean that what I just did is an "edit" strictly speaking. I took it to mean that if they make some changes it is possible for everything to go to the Default and not reload when you log in next time. It just seemed like a strange comment to send me.

ForeFlight is my primary Performance and W&B tool, but I've used FltPlan.com for and Wx and other things over the years. So I started looking at it again because of this discussion and discovered a couple of FYIs... The Performance Profile they had for my K was a bit off. The numbers were close, but not exactly the same as my POH. But the bigger issue was that the numbers did not track as it went up in Altitude. The obvious one is the first column, IAS. It moved in the correct direction with the IAS going down for a few 1000ft, then the IAS would go UP. It would then bounce around between showing a decrease as you went up and then an increase as you still went up. There were other issues in other columns. I sent them an email and basically got back that I had changed my numbers (which I had) so they didn't know what I was talking about. I guess the concept of checking the "default Performance Profile for the M20K/231" was a bit much for them. I also noticed that they had turned ON their Advanced Fuel Burn Calculations, which has a decreasing fuel burn per hour (think big jet burning off lots of weight and reducing power). Stepping back a moment, I had noticed my Total Fuel in the Flight Plan page was off a bit, but never really knew why, but I don't file with them so never pursued the issue. This Fuel Burn they had turned on had 7 hours of diminishing fuel burns. And when I added them up, they totaled more fuel than I had entered in my Aircraft Profile and this was the number going to the Flight Plan page. Turning it OFF does not hide or collapse the entries or zero out the numbers. I'm unclear if turning it OFF really did anything, so I entered a high number in the first hour for climb, 14 gals (just because) four more hours and then the balance of my Usable Fuel in the last hour. And the final FYI is that in my email from Support they told me "...Since we are not saving user editing in these fields take snapshots of what you are editing and keep that safe on your device in case your inputs are lost..." Now that's a scary thought! I guess if you're a frequent FltPlan users you need to go in and check your Profiles every so often. That trip where you were pushing it, but you thought you had just enough for your personal reserves may or may not be correct. If the specific numbers you've put into your Profile for YOUR plane change and you did know it, you may be in for a surprise!

I remember a discussion how adjusting the cowl flaps so that they did not close completely helped a lot with bleeding off that reverse pressure. And once that pressure is removed, you may pick up a knot or two!

I used WingX way back when before I got Garmin gear and Garmin wouldn't let them talk to their stuff. Really shocked that FlyQ EFB does not have W&B, especially as a PAID product. I primarily fly with FF, but since it doesn't work on my Android phone I got FltPlan Go. I only use it for looking things up when I don't have my iPad/FF. But it does have W&B. One "gotcha" at least for my Aircraft is that it showed a diminishing fuel burn for every hour I was flying. Sure, I get that for big planes, but I don't reduce my fuel burn every hour. It also added extra fuel to have something in every box for 7 hours. I hadn't noticed at first until I went to do the W&B and my total fuel was too high. Easy fix, but not something you'd initially look for.

Are you using an EFB (ForeFlight, G Pilot, WingX, etc.)? There should be one in there. Unless you're an FF and Android user like me! If that's the case, look at FltPlan Go.

That makes sense on the cylinders. But I was going off the comment that the oil should be changed as soon as possible. That's what didn't track for me.

Because my mind always goes down into the weeds... So how much water would get into the oil through the cylinders from the minimal amount of water sprayed through the injectors? And how long would it take to boil off once the engine was started and gets to temp? Would it be much more or less than a plane in the spring or fall that sits for a say a week as the temps go up and down over a pretty broad range and there is a fair amount of condensation in the engine every day? I'm not disputing if the oil should be changed (or not), I had just never heard of major water getting into the oil because of water in the tanks. I certainly would not have thought it was enough to matter. When I first got my plane and I hadn't flown in a while I used to take off the oil cap to let the moisture out when I got to our lunch or whatever destination, and I'd fold over the cowling door (not locked) just to keep debris from getting in there. One day an afternoon T-Strom passed through and I got back to the plane with the door blown open and I assumed a tone of rain went into the oil. Called my mechanic who had a good laugh and said I could poor more water in there than rain would go in the filler and it would boil off before it would matter. Granted, we were talking about starting up the engine and flying back an hour or so, not letting it sit with the water in there.

Long legs, long torso, mix of both? If long legged or a mix of both you're golden in a Mooney. If your height is all above the waist, then you really need to sit in a Mooney to see. When you do get a chance to sit in a Mooney, find out if it has the Peddle Extensions or not. I'm 5'10" and added them to my plane and a lot of us *shorter* people do. Since the original design of of the Mooney was for long legs, I'd have to move the seat way up against the yoke for my legs to be comfortable. So if the plane as the extensions, they can be removed to give you that extra leg room. (Not a lot, but still noticeable.)

Good to know... Guess I got the right one after my research!

I used the big utility/storage box I had under the wing. It was the perfect height that you could easily step up on it and then I was the perfect height to attach my similar device. Mine also had some black netting on it that would drape down over the "towel rack" antennas I had and hold in place with some clothes pins. Birds loved to land on them too.

That's the connector that came (new) with the battery minder? And are you sure it is operating properly and not pulling WAY more current than it should?

Just a remake with different pictures of the same audio recording from a few months back. When you listen to the Pilot voice, there's more going on than just his (supposed) iPad issues.

Yea, I actually knew that. Just teasing. Back in the day we had MANY a B vs M debate. Remember when he was so proud of his first flights with the GAMIs and how much fuel he saved... We on the M team pointed out that of course he needed them for that "B"east he was flying. And now I look back and think that had he been fly a Mooney all those years, GAMI Injectors may have never come to be!!!

Gad, I hope so. Guess it might be worth looking around at some of the other planes they're working on to see if it looks like they do. You might want to find another mechanic if they don't. Who knows what else they're deciding doesn't matter.

So you're on the Prime and Crank team... No waiting?

I believe you're talking about a running engine where the cylinder also PULLS the fuel AND air in together. Not a stationary non running engine you're just pumping fuel into. Sure there is always some mixing/atomization when you shoot the fuel in. But I think there may be more wet fuel that just sprays in too. I'll defer to one of the real engine mavins here to weigh in, but my mechanic was pretty good. (Where's George Braly when you need him?! )

Did you have Hide Distant Traffic turned ON in both FF and your IDF? FF hides traffic more than 15 nautical miles or 3,500’ (above or below) your current GPS position while Garmin has a few different settings. So you might check your IDF manual and the settings and see what it is currently showing. It is possible (probable) that you'll never see the exact same traffic displayed on both FF and the IDF.

I was taught by my mechanic (not any of my CFIIs) that the reason you wait a bit it so let the wet fuel you pumped in vaporize a bit. You'll then get a much faster start.

Doesn't that lead to a LOT of cranking? Not that I've flow a huge number of different aircraft models, but I've never seen one that did have some sort of priming or charging the fuel lines in various conditions. Not for every start, but a lot of various conditions. And you're saying you never do it.