PeteMc

Being in TX, would it be safe to assume the shop/hangar has air conditioning? Even if they don't crank it down to 60, they're still pulling a LOT of the humidity out of the air. So that should be a big plus.

The other big issue is CHARGING... Don't charge your iPad if you don't need to. If it's an hour or two flight and your battery is in good shape, don't plug in the power cord. As for air, @PT20J mentioned point the wemac vent down on the sidewall up at his iPad. I actually point the Pilot's roof vend down on my iPad just to get some air movement.

I recently heard of someone that was having an overheating issue and Apple Support claims that after looking at the logs it was a result of ForeFlight. Not that this isn't possible, but the recommendation was to uninstall FF and then reinstall it. Another way to keep the heat down is to turn off the display whenever you don't need it. This may mess up your Track Route or Breadcrumbs (I don't use either), but it should also help keep the iPad cool on these hot days.

Duh! Thanks.

So out of curiosity... Is the 9" clearance on a tail wheel aircraft while the tail wheel is touching the ground? (e.g. parked or slow taxi) Or while in the takeoff roll when the tail is elevated. And if it is 9" when the TW is down, does it then have a 7" clearance on the takeoff roll? (Some day I gotta get around to that endorsement...)

If we're talking engine monitors saving ones bacon, I'm in that group. A few years ago I was heading to KFRG from the west under the NY CBA and had just started my final descent to 500' to go alone the shore south of JFK. In the descent there was a slight burnt something smell, but it was summer and down low that's not totally uncommon. Once I got down the smell got just a little stronger, but this time the question is why do we still smell it where we were. And then a few seconds later it got stronger, but still no visible smoke. I'm now doing a major scan of the instruments and there is nothing apparently wrong. On my second pass around everything only a few seconds later I have no #5 cylinder. No major shaking, no major smoke, but the smell is getting stronger and I declared an Emergency to JFK Twr and kept scanning. At this point I was give or take 5NM SE of JFK and about 18NM to FRG when they asked "what are your intentions?" I had that half second thought of going to FRG since the engine *seemed* to be running smooth, but obviously with out the #5 cylinder, so I told them we were landing JFK. Had I not had an engine monitor, I would know know I lost a cylinder. The oil or stock CHT did not change and the engine was not shaking and no apparently loss of power. Turns out there was a BIG hole burned in the side of the cylinder in a place were the wall is think and the mechanic had never seen one fail there. It probably would not have taken much longer for it to seize. And there I'd be over marshland and water OR had I gotten closer to FRG, over residential areas with not a lot of off field options.

The link you posted for the bag appears to be out of stock. I was surprised how much the cost has dropped, when I looked at fireproof bags for batteries a couple of years ago they were $50 - $100US, now they're $20 - $40US. Here's on page I pulled up on Amazon. https://www.amazon.com.au/s?k=lithium+battery+fireproof+bag&ref=nb_sb_noss

Or you can flip the switch and have only the fuel flow info rotating through. The three position switch will displays Temps & Battery, All or Fuel Flow info.

Drat!! No LED replacement for the 70303 Wingtip Recognition Light????

Very true. Thought about that after I sent the other message.

Those funny little Red and Green ones. Though it can get confusing since the tail has a White Anchor light on it.

Wish I could make it this year. I'd like to see what their status is on the LED Wingtip Recognition light is. For the strobe/running lights, I put in the Orion 650s a few years ago.

Okay... am I missing something... Or is that the M does not have %Power listed on the Cruise Power Schedule?

What @EricJ said... Odds are you had something in your pocket that connected the + and - terminals/polls of the battery. Basically you caused a short circuit.

You didn't say how many years you've owned your K and how many hours/years you have with your current Logbooks. My guess is it's a non issue. Do you have the original US Marshal's Bill of Sale? Might be a great conversation piece for whomever buys it!!

Problem is, you don't know where it's coming from. With the window open or closed may not play as big a role and minimizing the potential CO source. My personal guess just from a logical standpoint in the K would be to open all the ceiling and the two side air vents all the way. Then CLOSE the center console heat and vent as the CO is likely coming in through that vent which is connected to the heater and travels through the engine compartment. It will be a cold descent from altitude even in the summer.

I just saw the other posts on this today, so you've probably already figured it all out... Not sure of width between the horns on a C's yoke, but I have my iPad Air set up in portrait view right in between the horns. I have the RAM Mount for the iPad and I purchased an extra joint and small extension arm so that I could get it to fit right where it does not block the instruments when in flight, but also not shoved in my gut. As for iPad vs. Android, it's not even a real consideration. It's ForeFlight vs. whatever else you're considering that is the issue. Be it Android or iPad, the Apps have various buttons and functions that you'll need to get used to. So don't worry about not knowing iPads or the day one figuring things out, but once you get past the "duh" moments of turning it on an installing, no biggie. I like my iPad Air with the top finger print button. No tapping Passcodes in turbulence if I let it go to sleep. And DO get the max memory you can, it will give the iPad a log more life as Apps and Databases grow in size. As for ForeFlight, read the descriptions and decide which level you think you'd need. My guess is middle or top, the basic version is really for newbies and occasional VFR only pilots. If you do any X-C VFR or IFR, or if you are IFR, you'll want to consider the Pro Plus (middle). If you do a lot of X-C in all kinds of Wx and locations, you might consider the Performance Plus (top), but it's not a must. The top version does have lots of bells and whistles though. Once you decide which version, CALL ForeFlight!! The freebie download is the basic version, but they will upgrade your trial to the one you think you'll buy. Don't go for the top unless you think you'll buy it. Otherwise they've gottcha as you'll miss all the features if you go down. (I have the Performance Plus, but doesn't mean everyone needs it.)

Yep, that was my point with the comment: I figure if something happens I'll engage the ELT at altitude and it should transmit with plenty of power to reach the satellite. You also have ADS-B which may or may not follow you down close to the ground in many parts of the country. But all bets are off with ADS-B if you're in the mountains as you loose altitude, so not something to rely upon, just a potential extra bit of data.

Yep, understand the transmission issues as I said in my original post. It's a trade-off and I think one that might be better to have slightly (TBD) dampened radiation vs snapping off the antenna.

Maybe in some parts of the country, but I can tell you not in the NW or to the south as you follow the Rockies. Where we usually hike the is NO cellular service for miles and miles. Even closer to the lake there a LOT of dead spots. And ADS-B can go away below 5000 ft pending where you are and what mountain is between you and the ground based tower. And even if it's more like 3000 ft that you loose ADS-B, you can travel pretty far in a Mooney at Best Glide speed. 406MHz ELT will be spitting out your location at least until you rip off the antenna, so they're going to have a relatively good idea where you are. But even then if it's the side of a mountain, etc. where you first go into the trees and where you finally come to rest could be a fair distance. Which was my original reason for the internal antenna. I've got the SB for modifying the antenna and I'm intrigued with the Kannad Integra @GeeBee just mentioned. (Blade antenna is an option, but not at the prices I've seen...)

In doing more reading it looks like it may be a requirement to mount it on the exterior in a metal aircraft. Fabric have a choice, but since it takes a metal ground plane, most probably mount it inside with a hunk of metal attached to the frame. So looking at impact ratings might be my only option on the antenna.

Just did a search and was surprised that both "406" and "ELT" brought up 0 results... I'm finally going to break down and install a 406MHz ELT as we're planning on heading back to Canada for some trips. Granted there are not a lot of choices, but does anyone have any great or horrific stories on any particular brand/model? And I know that the typical antenna installation is on the outside, but I'm discussing with my avionics shop the options. My reservation against an exterior antenna is that if I land belly down and am sitting in the shade waiting for S&R, it doesn't matter. But if I have no option but which trees to I go into in the PNW or Canada, then the odds are extremely high the antenna is going to get ripped off. So what's the point of even having the ELT. I'd love for there to be a low profile or skin attached antenna which would survive numerous tree branch hits, but I haven't seen one yet, so I'm leaning towards mounting the antenna internally. (I have not check to see if I legally even have this option or if the manufacturer requires external...) I figure if something happens I'll engage the ELT at altitude and it should transmit with plenty of power to reach the satellite. Then between the ELT and ADS-B, S&R will have a good idea of the vicinity I went down. Once in the area, even in a valley in the trees and upside down, there should still be enough power for them to track the ELT. With a destroyed external antenna a 20 sq mile dense forest is going to make it difficult to find me. Even if it's a 5 sq mile block of trees, there's still a chance that they'd miss where I went through the tops of the trees. Thoughts? Learn from your experience stories?

Just curious... Can you're friend eliminate TACANs from his lookup search? JEN & MLC are no longer shown on the chart as a VOR but as a TACAN. So if for some strange reason TACANs can be unchecked in the 480, maybe that's why your friend cannot bring them up. They are obviously still in the DB as a Waypoint and shown on the both the Low & High Enroute charts as TACANs. JEN is actually still shown as a DME on the Sectional, there's just no info on it.

@donkaye What goes in the yoke mount?

If you know anyone near N87 that is thinking about getting into flying and might enjoy a free Ground School class to see what it's all about, there is FREE one Tuesday (07/12) at the Air-Mods Flight Academy at 5pm. I believe it's an outside CFI that's holding the class, but using Air-Mods' space. I'd also confirm the time!! Might be a fun flight for your potential newbie if you're not too far away from N87. There's not a lot of parking at Air-Mods (west end of the Apt), so if you don't see anything, head up to the other large hangar to the east (their old hangar). And if you didn't know... Air-Mods & Repair is a GREAT Mooney shop!