PeteMc

@OSUAV8TER I was talking to a friend that's on the fence of changing to LED Recognition lights for his 252. He was asking if it is considered a "bulb change" and if he could put in the LEDs himself or if it needs a signoff. I couldn't remember/find if anyone else had asked this before? On another note... I've been moved for weighing and Avionics SW updates. So hope there's now progress on your plane.

Neither of these are the one I originally saw, but they are out there. In the big green bar on the Powertow site you'll see Hookups and that's where the Tailwheel mounts are. https://www.powertow.com/ThunderVolt-12-Volt-DC-Aircraft-Tug-_p_17.html There's also the Best Tug Alpha, but you'd need to reach out to them to figure out the connection, https://www.besttugs.com/alpha

I've been looking at powered towbars and I've seen some power towbar/mini tugs that you place the tail wheel on and move the plane around. Regretfully I couldn't find it again on a quick search, but they are out there. When I run across it again I'll post the info (if someone else hasn't already or you find it yourself).

From what I just read it sounds like it has to do with configuration. I guess the reason for connecting to the G3X would be if you do not have a FS in the GTN. Sounds like Garmin was making that the interface. Still a really dumb move on Garmin's part (IMHO) that they didn't add Bluetooth when they came out with the Xi. But being Garmin, I guess they just ASSUMED NO ONE would buy anything other than a FULL Garmin panel.

I did a search for what I probably saw (2015) and it did indeed say you could get it all, but not having an eidetic memory, I didn't remember the full thing... "...Depending on each individual installation, Connext supports the wireless transfer of flight plans and can share weather, traffic, attitude and GPS information within Garmin Pilot..." Further it goes on to talk about having a GTN or GNS installed. So obviously that would bring all the data together for the G3X to send to FF.

Curious why you're connecting to both the G3X and the GTX? I did a quick search and it shows what I remember reading years ago that the G3X has Connext in it and you should be able to get all the ADS/FIS/TIS-B data as well as AHRS through the G3X and no need to connect to the GTX. And you're connected to a GTN or GNS, the Flight Plans should also pass through the G3X to them.

Got it. But then the issue comes up with the Controller I heard on the tape where she thought you HAD TO do it before the end of the Rwy. So we're back to the fact that there is no definition. And it's not going to stop me from doing it how I want to, but it's just one of those fun (to me) things in the Regs that would be fun to find an answer. But I think it really was just missed by everyone.

How long ago? Obviously the FSDO didn't pass it on that they couldn't find a definition of something we're supposed to do. And similar to @whiskytango I got asked to do a Short Approach for faster bigger traffic going into the other Rwy at Danbury, CT (KDXR). That Apt is nestled into some hills, the WORST place you could think of to put an Apt!! The usual Right DW to Rwy 35 was to fly along the ridge to where it flattened out a little then turn your Base so that you could then turn Final INTO the valley that eventually ended at Rwy 35. So when they asked if I could do it, it was more of the Power Off 180, but it was a curving descent down along the valley walls being sure NOT to fly through the Center Line to the other side of the valley. Fun approach.

Again, not looking for a "How about" kind of answer. So can you site a FAA source for the quote? It looks like one of the many UNofficial definitions I found searching the Web. And can you give me a specific Section/Paragraph for where you found your above AIM definition? I just searched for "shorter than normal" and it does not exist in my April 20, 2023 copy of the AIM or the October Changes.

I'll wait for one of the Lawyers here to decipher the original post of what CA is doing. But @FastGlasair's post is your basic US Gov policy... They do not want to give NON ENDING leases to anyone on a property where they are also involved in the land/space. They're just saying they want an end where, IF NEEDED and NOT MANDITORY, there is a way out for them. They are NOT say you can't renew forever, they just want the "breaks" every so often (50 years in this case) to be able to say "we're out!"

So I'm expanding a question brought up in a FB Group that I am SURE my fellow MOONEYacks can solve!.... The initial post was a recording where we heard a Twr Controller chastising a Pilot for not doing the "Short Approach" that he had requested correctly. There was the usual banter where the Controller said she "Googled" that a "Short Approach" should start BEFORE the end of the Rwy (e.g. the plane in the Downwind should NOT go past the threshold of the Approach End of the Rwy). So... I also Googled it and found what she was saying, but I also did a bit of research and CAN NOT FIND an FAA definition of a "Short Approach" anywhere. ATC's .65 states: "...MAKE SHORT APPROACH− Used by ATC to inform a pilot to alter his/her traffic pattern so as to make a short final approach. (See TRAFFIC PATTERN.)..." The AIM states: "...MAKE SHORT APPROACH− Used by ATC to inform a pilot to alter his/her traffic pattern so as to make a short final approach. (See TRAFFIC PATTERN.)..." But I've searched a number of FAA Docs and so far I cannot find a definition of a Short Approach. Can anyone else? And I mean a REAL FAA DEFINITION, not one of the many user interpretations on Reddit, Pilot's of America, any of the videos or AI's canned replies, etc., etc. I will admit after looking into this that my personal definition of a "Short Approach" or basically what I've flown when Instructed or Requested a Short Approach was a cross between a Power Off 180 and some of the other NON OFFICIAL definitions of doing the Approach "shorter than normal." So okay guys and gals, do me proud!!! Who can find it buried in some old Doc that got dropped in the latest releases that define a Short Approach!! And barring that... who can tell me how do you officially request a Legal Interpretation from the FAA?

Well... Sort of think you're over thinking what I'm saying. By no means am I on the edge of my seat thinking "oh no, this could go wrong or that could go wrong!" Far from it. On the throttle linkage, not one in my wheel house cuz that would really be one of those "sh*t happens." As for the fuel selector numbers... I never really cared, but a quick search shows that since 2008 there have been 104 accidents and nothing showed up for throttle linkage (which I'm sure there were some, but too small for my search). That tracks with hangar flying where I've heard of issues with the fuel selector more than I have about throttle linkage.

I think the numbers probably show I'm over thinking. But for years my job was to think of what could go wrong and have a plan. Even when the odds were miniscule, you still had to go through the thought process. (And the WORST JINX EVER is when one of the crew would say "this is going to be an easy show." Something ALWAYS happened! )

Sorry! Didn't mean to give you the wrong impression.... I actually don't remember what planes I had heard about the handles come off. It's just one of those things you read or hear about over the years. And now that you mention it, I think a PA28 might have been one of the planes. My point was more on the discussion of the possible failure and how you can't go by "it worked a minute ago!" concept. MANY things on the Mooney may out last me, but that doesn't stop something from failing while in-flight. (Have I told you how I shut down JFK when a cylinder decided to burn through... ) It's just that I think it's better to think about the What If scenarios. In my case, I'm not going to drain a tank, as I personally don't think it's a smart thing to do. (Maybe as a test to really empty the tank at 6000AGL over an Apt.) If it just so happens that the valve screws up, the handle/shaft does break, it was a sunny day and I was oblivious to the fact the sump on the other tank has been leaking for the last hour and there's no gas in the other tank (OH NO ). I was just point out that you should have a Plan and maybe a Plan B just in case. For me, if I can't switch tanks, I hopefully will have enough in the orig. tank to get to an airport or get out of the worst of the mountains to find a nice road in a valley.

I've seen lots of room size de-humidifiers, is that what you're talking about? Or more of an industrial space for the size of even a T-Hangar?

I know there are a lot of people that teach and recommend that you fly one tank dry and then continue on with the other tank. But your question is EXACTLY why I don't do that. Over the years, equipment, cables, connectors, switches, etc., etc., have all worked on a show UNTIL THEY DON'T. And I have heard of people talking about how the handle has come off in their hand. Sure, you can fiddle around with it and probably get it to work, as long as the shaft didn't break off with the handle. But even if it just the handle, you're now with a dead engine cuz you ran the tank dry... Best Glide or do you fiddle with the handle?

In addition to what the others have said... a Leaf Blower (battery or plug in). A lot of times I've been in hangars where the dirt on the floor is really fine and yes you can eventually sweep it all up, but you make a giant dust cloud that just gets everywhere. So after getting the big stuff with the broom. I've seen guys blow the remaining fine dirt AND the dust right across the floor and out the door. I've also seen them hose down the floor and then use the blower to get rid of the excess water and expedite the drying before they bring the plane back in .

I just sent them an email. Let's see if I get a reply tomorrow. And I will note that if you try to go to the Service: Contact page on their Website, you get an error. Could just be that they have a problem with their Website, or it could mean they shut it down.

Okay, I get what you're saying about where it switches. And I saw what @PT20J said about the simulator showing the VNAV still on the GTN screen, so it will be interesting to see what happens when he is in his plane. I'll grant that maybe there is an issue with this Approach, but I'm still saying the VNAV goes out the window on an ILS. VNAV is a calculated linier descent, while an ILS may not be linier if there is any interference (terrain, structures, etc.) with the transmitted (RF) Glide Slope. Sure the paths should be very close, but once you're on the ILS, the VNAV is irrelevant. (But still get you think it is switching too soon.)

Don't know what to tell you... Remember it's generic out of the POH, not a real W&B. But can't see Mooney using totally bogus numbers.

It's been a long day, consider me dense.... I'm missing what you're asking and why you care about VNAV on an ILS, so maybe rephrase it? I get that you may be using VNAV to get down to WAVDI and may be you even need to continue the descent to WELDS. But after than I'm lost on the VNAV. At this point you've switched to the ILS, you fly straight at 7000 until intercept and follow it down. Crossing BUFFS you confirm you're crossing at 6600ft. Again, long day, so everyone feel free to dump on my since my heads not in it at the moment.

I don't have my W&B handy, but just looking at the generic numbers in the POH... 1830lbs, 76.53 Inches

Looks like @kortopates already covered this. It's all about insurance IF you could find a rental and even for your plane they'll have you name them on your insurance. Maybe some people here know of places you can find a rental, but I think it's pretty rare and the odds of there being rentals where the PPPs are being held would be pretty slight. And the main goal is learning YOUR plane. A rental is not going to have your panel, your quirk with the #2 Radio, etc. Also, if you don't fly long trips, this very well may take you out of your comfort level to get to wherever the PPP is from your home Apt. And they're all willing to discuss the flight to make sure you don't push yourself due to Wx, work shed., etc. Good group of guys. (Don't tell Paul K I said that!!!!....)

It didn't take 5 years, but easily could have been 50 or so trips through security when at one event someone needed an odd older adapter of some type. Though I probably had one and started pulling everything out of my computer bag. In one of the pockets kind of folded under the pocket behind it I found my serrated pocket knife that I couldn't find for quite a while.

But NEVER the knitting needles!!! I just shook my head every time the TSA agent waved them through.