PeteMc

Who knows what Regs will change in 10 years and what radio improvement there will be. We may have Digital Transmissions by then. Unlikely, but not out of the realm of possibilities. Second GPS is great, but if you just replace the radio then you can buy the latest and greatest when it's time to cross the pond.

Only for the J & M if I'm reading it correctly.

It's there for the What If, but the odds are in my favor that I'm going to complete my flight. So I'll take the chance of being more comfortable and grab the vest if I need to, rather than be uncomfortable for the 1000s of hours that I won't, if ever, need it. Now flotation devices on over water flights where I can't glide to shore, that's a different story. ADDED: Now that I think about it, I made the vest sometime after I bought my Mooney. So that was over 2500 hours ago and no need for it yet. One partial engine failure into JFK (hole in the cylinder) would never have required the survival vest even if we did do an off Apt landing.

That's what I've had for years draped over the back of my seat. It doesn't have a lot of stuff in it, but the basics. It's something you can grab if there's a fire starting and you can't look around to see where your bigger survival bag ended up.

Hmmm... I see you saying "yes" then I see you giving what I think it the proper response of NO. Letting all the warm air out of the cabin is not a problem for the Avionics, etc. *IF* the cabin is warmed up long enough to transfer the heat into the Avionics and other parts of the cabin. It will not cool off that quickly when the warm air is released as the thermal transfer takes a while (warming and cooling).

Just asked about it with the Controllers on FB (so it must be True!). They said the report was a non issue for them. Yes they did fill it out for an Non Expected Go Around with GA and more so with Jets/Turbines. More an internal ATC thing since the Rwy Environment is a high point of Accidents/Incidents, so they're keeping data points. And for @skykrawler, lack of a landing clearance wasn't discussed. But if you really don't have a Landing Clearance, then I guess it would be doing a Low Approach and NOT technically a Go-Around.

I've never heard that they need to write up a go-around. Is this a new(er) policy? Seems like a lot of work when a go-around, as far as I'm concerned, is always the plan and the landing is the option if all looks good. And I'm trying to remember now with all the flight training at KFRG, but I don't think the Twr cleared all the students for "the option" it was just "cleared to land." And there were always a few go-arounds when technically there was enough Rwy separation for the next landing, but the students (solo) got spooked.

So these NASA ASRS are from GA pilots? Like us Mooney drivers? Or for larger operators? I find it hard to believe that a GA pilot forgets to get a landing clearance. Well... Okay, I find it hard to believe that any pilot going into any airport forgets. When talking to Kenney you'd hear them give a Landing Clearance to every plane, large or small. I do get the traffic issue. I've heard from people I know that fly the big big kerosene burners that it is not common for them to watch for Traffic (though my friends knew they were supposed to), but also it was hard to see Traffic sometimes from their cockpits.

I have a K and typically fly in the teens, so cold air even in the summer and very cold in the fall thru to spring. There was already an M20 on my plane when I bought it and I never every thought about insulating it until I just read it hear. Neither my original (very good) mechanic or my second very long time (very good) mechanic never mentioned it should be insulated. And I think both would have if it was a thing. Your point of running the engine long enough to burn off any moisture is probably the real issue. And how long the plane sits to allow condensation to build up again inside the engine.

As others have said for the engine, toss a couple of blankets over the cowl. Some old moving blankets if you have them. And I don't know if I missed it, but also go turn on the heat in the morning and open the main and baggage door and even the pilot window. It may not really warm up the avionics a lot, but getting as much warm air as you can into the cockpit can only help. If you have some sort of trickle charger, it wouldn't hurt to connect that too so that battery warms up a bit.

What is the issue if it's part of a row of hangars?

Be curious if there is any "auto breaking" applied by the way the break lines move or because of some other change they made in the newer models?

Following up on what @PT20J said above. Here are some links to the proposed Decommissioned and Retained VORs. Both lists are from 2022, but I don't think the FAA has updated either list since then. https://www.faa.gov/ato/navigation-programs/vor-retention-list https://www.faa.gov/ato/navigation-programs/vor-target-discontinuance-list

Similar practice, but rather than move the pen for an "arrow" I just do one line. For a climb it will start up at a 45 and then continue across a little bit, then I write the number under the line in the little "box" so to speak. Kind of like the basic long division box from grade school, but more of a slant. Opposite for a descent, angle down and write the Alt. on top of the line. Simple quick action that has worked well for me.

I don't keep moving mine any more. I get that you can get a "13 month" annual if you bring it in the last days of the month every time. For me it was getting it in a month I wasn't flying a lot anyway and it definitely was out of the prime warmer Wx months.

You don't NEED it. But as @Neshi said, it puts everything in one place. And with OAT, your PFD can calculate your TAS, among other things. So you only need to look at one display to get a LOT of various information.

So with this 10 min timer circuit, do you then have to turn the switch off and back on again to get the light to turn back on. Or is the process to flip the switch to on to charge the Cap and then just immediately turn the switch back off? I bumped the light once reaching in and pulling something from the back seat through the baggage door. It was the middle of of a summer day, so never noticed. I'm always real careful about the switch now, but having something in there to turn the light off is a great idea!

I'd question them on the "not a possibility." Was it a poor choice of words and then mean not possible at the moment? I doubt there's a hardware issue that they can't do it, so the rest would be code. And maybe it will never happen or be years, but if enough people request it, there is always a possibility.

End of the month. When I first got my plane the Annual was in the middle of the summer. So I'd drop it of withing the last few days of the month so even if they got me in and out quickly, I'd still move a month. Finally got it to March which works great for me schedule and there were usually lots of good flying days so I didn't have to worry about getting it to the mechanic.

I'm with @Utah20Gflyer, and let us know where you are. A biggie to draw attention to those in your are that might be here is to go Edit the Title of this thread and add your Airport Code. There's always a chance that a number of the local Mooneys you're seeing are all members here.

Noooo...... People are always commenting on all sorts of issues with Auto Start/Stop. My suggestion would be to go to the More Menu > Settings > in the Search/Filter line type in TRACK (basically where I think you were). Change Enable Start/Stop Control to ON. Now on the Left side of the Map you'll see a REC with a timer under it. I'd make it part of your Checklist and Habit that you Start the Engine, check the gauges and then Tap REC. You Stop the engine you Stop REC. You do one, you do the other. Actually, there would be so little time difference, you might even want to hit the REC button first and then Start the engine. Then if there are any surprises that you have to focus on, it won't mess you up getting your Track Log. I'd also suggest you Accept the Track Log every day when you're iPad is connected to the Internet and then go confirm the Logbook entry and modify as needed to make the Logbook correct, the Track Log is a "Feature" some people like, but you Logbook needs to be correct. So don't let the Track Logs stack up and then when you Accept them you really don't remember if the times, etc. are correct.

Yep, need to use the Logbook. That's where they pull the data from.

Getting a Report in FF is also very simple. But it would be nice if they let you pick a year or All flights. I do have a Google Map with all the Airports I've landed at. But a quick year-by-year graphic would be nice to add to go back and add to my Annual Logbook Backups.

True. But if you're going to keep the plane for even a few years, then when you deduct what you got out of it to the increased sales price, then it might be worth it. Totally a personal choice.

What did you use to make your map? FF, at the moment, doesn't let you go back to prior years. So it might be fun to look back in history.