PeteMc

I'd be curious if the printout or CSV file could be generated from one of your other devices - which would have to be Offline. It wouldn't surprise me though if the file creation (for both formats) happened at the server and not on the device. So you may be able to see the data on your Offline device, but not be able to do anything other than view, add or delete to that local version. Guess they could allow for printing and file storage, but you'd think they'd force a sync to make sure it was the latest data before the process could execute.

Up to date copies... You mean these devices have synced with their server or you REALLY HAVE COPIES? If synced, then you have nothing. If something happens to the data then your devices are going to be synced with the crap data. Appearances of cloud data on separate devices is not a Backup.

Exactly!! I've had clients that were majorly burned by "the cloud" and all the protection it is supposed to give you. Don't get me wrong, for certain collaborations the cloud is a great tool to use!!! But to rely on other than the hugest 3rd parties and having very strict contracts with them so everyone knows what's being done and not being done, is just a disaster waiting to happen. (How many weeks has it been since you check the oil???? ) Every so often I pull down a copy of my FF Logbook. And then I grab a copy the 1st of the year. The old random ones I collected during the year are tossed and I have Annual copies going back. And yes, I randomly scroll back in time and double check the numbers to make sure the totals are always correct.

Welll.... That's not really backing up. You're still at the mercy of the people managing the servers. In theory they are backing up, but you really don't know how often or what their Best Practices are. Also, the one that gets most people is that they may only keep backups for X months or a year. With ForeFlight and I would guess with SafeLog, you should have the ability to download a simple CSV file. This way if your data get's corrupt in some of the older data and you don't notice it for months or maybe even years, you have your own copies to fall back on if needed.

ForeFlight is pretty straight forward on their import. Get their template and DO NOT delete or hide any of their columns or headers. And keep the Airplane section on top of your hours. But you can remove all of their Sample Data. Then just copy your numbers from your old Logbooks export to Excel/CSV for each of the appropriate columns and insert the data. And as @Pinecone said, if you've been flying for a while you will need to do some cleanup. I also had a number of Airports that no longer exist or the Identifier has changed. ForeFlight is also really bad about Legs or the order of various flights during the day.

Living in MT this may not be as great a recommendation as for someone out east or in the south. But consider Mt Rushmore as a stop. I don't know that I would have gone there if we weren't on one of our X-US flights to WA and also looking for places to stop. And if you need a CFI(I) to do some training with, I can put you in touch with a MAPA Safety guy I fly with. I think he'll be in NJ this summer (he's transitioning to FL). And do seriously consider going to a MAPA Pilot Proficiency Program (PPP) in the next year or so. You'll learn a LOT about your plane and how to fly it!!!

Brings new meaning to the term "meat grinder" if you do meat... er.... meet one of them on the runway!

My rule of thumb would be to have your mechanic check it next time you're there, but no need to RUSH in. Until then, I'd trust the JPI. There are way too many potential issues with the analog tach. And it's not like they're showing a 300-500 RPM difference. I'd say the number is probably within the margin of error of the analog tach.

You or the plane is at MMU? There's a Mooney Service Center 36 miles away at Trenton-Robinsville, NJ (N87). Give Dave Mathiesen at Air Mods & Repair a call 609-259-2400. He may be able to go to MMU or work out ferrying the plane to N87. https://www.airmodsflightcenter.com/

Well.... Yes and no. If you're at a busy Non-Towered airport and you need to break off for traffic or you're at a Towered airport and they tell you to break off, you can still count it. But in general, yes, the FAA wants you to go to minimums whenever possible when doing approaches under the hood. They also "suggest" you do the Missed for practice, but it is not required to log the Approach.

So I wonder if you could ask AI how long it would take to learn to do flight planning and if you'd get a realistic answer? I like the idea and I'm wondering if it would ultimately be AI doing the flight planning or if AI would learn to create better algorithms and then just write a better App for us to use. Is the current thought of those close to AI that everything will be AI in the future? Or is AI going to be used to create and occasionally Update Apps that we'd still use day to day. And if it's all AI, then when will the first Desktop AI computer be available??? And was the FAA calling the future ATC plan to eliminate the need for airways something like "Open Skies" or something similar? When can we put AI on that project?!

Now that's a classic Crew Car!!!

Yes, there are two and they are in series if I remember correctly. It has to do with the slope of the wing and how to properly measure the fuel since the bottom of the tank is not flat. I believe it is the impedance between the two senders that gives the accurate reading on the gauge. Also, if you're having funny readings or flickering in the gauges, look for a bad ground before you start tearing out the senders. I think they're a pretty basic system and don't usually go bad. But a bad ground will totally mess up what the gauges shows. Also remember they're only required to be correct at Full and down near empty. Maybe 2 gal remaining or something like that. (I'm sure someone will have the maintenance manual with the specifics.) And BTW.... Just moved to Spokane and will probably be flying over to Lake Chelan later this summer when a friend is out from the east coast.

Something binding it up in the Trim Wheel housing? I had the pax seatbelt get it there once. It was buckled, but still loose enough that the slack just happened to slide into the housing along side the wheel and got pulled tight.

This would be great!

How much is "a bit" that you shaved off? You sure the "key" is fully into the drive or might it be prone to break off in not too many hours because of the stress just on the tip?

Interesting historical tid bit.... So you're saying the company that built the Tachs for Mooney, when they built the instruments, installed a Hobbs brand counting mechanism/dial display? Or were the all of the guts in the Tach supplied by Hobbs? I honestly don't remember the brand of my original Tach, but I'm sure it wasn't Hobbs. Guess it wasn't the original and was just what was in there when I bought the plane, but it failed not too many years after I got the plane and replaced it with a Horizon and it hasn't failed me yet.

Exactly!!

Sounds like it's a voltage problem if the Hobbs meter if it's running slow at low RPM. A Hobbs meter is just supposed to run in real time once it's turned on like a stopwatch. Typically it turns on with the Master, but sometimes it turns on with a squat switch for flight hours. It is not supposed to vary in time like Tach Time, which runs slow, in sync or fast compared to time of day pending what RPM the engine is running at. Even with the lower voltage at low RPM, I'd be surprised if the batter dropped below 12v. I guess it could happen pending the load, but just surprised the Hobbs runs slow enough for you to notice.

Getting back to your original question... I'd actually call whatever Approach you were talking to and ask to talk to the Manager to get some clarification. Approach it with him/her as a learning experience and ask why it isn't a "legal" approach and what would they recommend you do in the future. If getting and Approach into an airport that you're not landing at, then I'm in deep Sh*t as I had a LOT of those kind of Approaches way back when I was doing my Inst. training. I'm guessing a LOT of others here have done the same. So it may end up being more of a Learning Experience for the Controller once you discuss it with the Manager.

If the airport has listed it, ForeFlight will have that info. I'm assuming G Pilot does as well. If the info hasn't been listed by the airport, then it would be a pretty daunting task to *assume* a nearby restaurant is easy to get to. Having a program crunch numbers might show a restaurant .2 miles away.... But in reality it's on the other side of the airport and you have to walk around the 5,000' runway to get to it.

If it is a stuck ring, there was a <cough> unofficial oil additive that I've heard various mechanics recommend over the years. Not Camguard or AvBlend/LinKite, but I think it was in a small metal can like the old AvBlend use to come in. Maybe one of the engine gurus here can remember the name and comment on the use. (But the last guy that told me about it years ago I believe really knew his stuff.)

The owl works, but you need to move it around to different positions. Guy that had one on his prop said that the birds eventually figured out it was fake and kept landing on it. Once he moved it around a bit on a pole, birds stayed away.

Call Aero Space and tell them they can supply an Attorney at their cost to deal with this lien or you'll get one and anything you pay for the lien and the Attorney's fees will come back to them. This is exactly why you pay for the Title Search in the first place.

I actually did the spike strip for a while and it worked, but a pain getting it up there without a ladder or something to step on. But luckily the guy that always had the nest in his tail moved, so the birds moved on too. I have the "towel bar" antennas on the tail so my contraption was some of that orange construction webbing. There is a/was a think plastic big holes and more fine web kind which I used. I glued the spikes I got (easy to find in NYC as they use them on window ledges, should be online too) to the webbing and then used wooden cloths pins to attach it to the antennas and keep it in place. Birds couldn't lad on the antenna because of the webbing and the spikes kept them off the flat top of the tail. But again, just a pain to keep putting it on, but if you need to it worked for me. ADDED: But of course they're available online! https://www.amazon.com/bird-spikes/s?k=bird+spikes