PeteMc

+/-1000 just like before. I'm assuming it's a cable adjustment thing were someone set it and now to get to the same position on the actual throttle I need to twist that extra bit. And I guess I should have said "twists" since I do not mean a full turn. I'll guess one of my "twists" is about a half turn or maybe a little more, so it's approx two+ "turns" in. Just more than I used to have to do.

Actually, that's backwards. My mechanic was very clear after the change to use much less prime than I had been using and that is indicated in the POH. You're now injecting fuel into all the cylinders, not just one, so it is easy to over prime. In addition to having the old drain valves, this may be what got your partner with the hot start if you're both using the old priming or EXTRA priming as you indicated. For a cold start I use about half the prime I used to use based on the temperature and I make sure I give the fuel time to atomize. For a hot start, I give the fuel pump about 1 second to make sure the lines are primed, then start normally. And I'm not sure if it's just my throttle cable that was changed in an annual or a difference since the priming change, but I have to give the throttle an extra twist in. For years it was 3 turns in and since the priming change it is now 4.

I tried reaching out a couple of times over the years. I just never got a renewal notice years ago and it wasn't on my radar. By the time I realized it and reached out (a couple of times) I also never got a response. Sounds like the old guard may be looking for someone new to take over. Any takers maybe you should reach out to them and see if they're interested.

So... What's the new ETA??? Still this summer? OSH?

Well, there was zero flare and if he had any training I think he would have flared out of muscle memory and given it away. So I'm still in the category that it is real. The guy did say he had been in planes before, he's just never been at the controls. So it's not like there was no understanding at all. Now I was a little bit sceptic on how he knew how to make a radio call. But that also made sense when I learned he had been in planes before. ADDED: I hadn't really read the whole story and wasn't aware of the winds (which I read here, not official Wx). But now I'm a little more skeptical that his friend didn't show him a few things.

So..... How many of you can claim that kind of FIRST LANDING?!?!?! And obvious kudos to the Controller!!!! I don't really remember mine being bad at all... But then I had a guy literally sitting next to me "little more left rudder, up a bit, hold it..." I think I see a future Mooney owner there!

Made it to Gaston's!! Monday and Tuesday I stretched my Mooney's wings. It's been a while since the pandemic to really take some long trips. Also over due since the panel upgrade to really press me working in the system dealing with reroutes, etc. (Though out of the NYC area I just filed Direct and got "As Filed" ) 95% of the the trip was VMC, but there were some Broken and Scattered layers around due to all the humidity from the rain they had. So it made me not blow off filing so I could climb and descend through the layers without wasting time looking for holes. Only one Approach at Bastrop, LA (KBQP) due to the low morning layer that hadn't really burned off. As for Gaston's... Neat little place. I got they're later than I had hoped so didn't really get to spend a lot of time there. But it certainly is a fly-in destination! I opted to go to Baxter Co (KBPK) since I hadn't seen the runway for myself and they come to pick you up (staff had told me this is the easier of the two local Apts. Turns out it was a good thing I didn't try to go into Gaston's (3M0) which I found out from one of the grounds keepers who was giving me the ride. Airport is open, but the ground is saturated from all the rain they've been getting. No problem for the taildraggers and probably most Pipers & Cessnas. But he said they were sinking down in on landing and that might have been enough to put my lower gear doors into the grass. Also has to REALLY impact the ground roll on TO! All in all a good 2 days. I knocked off AR, GA, KY, LA, MS, WV from my states to fly to. Seven more to go....

Yep, kind of ranks up there with the Airworthiness and Registration certificates. You're supposed to have them and in theory it's a big no-no if you're caught without them. But no one has ever looked to see any of them. And they all exist in a Database and that's probably where any inspector would look to see how bad of a time they were really going to give you. So in this century, it begs the question why? They should just have to run the N# and have everything show up in front of them.

A lot of patience is required for the FCC site. Unless they've changed it. So don't start the process when you only have a few minutes. It has been a while, but I remember the biggest issue was navigation. You click on something you thought would take you to exactly what you needed to apply and you'd end up on some FAQ page that sort of was related, but of absolutely no help.

In the original post I saw somewhere else, it went on to talk about how a FARMER was towing the plane to the airport. So @Yetti took the leap to connect it to the Ukrainian Farmers protecting the airspace above their farms in jest.

I hadn't seen anything on not running up with the brakes as being faster/better. Is there documentation? It would also be interesting to see if there's anything on continuing the roll from the taxiway too. I don't usually like to go into any kind of high speed 90 dgr turn, so my taxi speed would still be relatively slow and wonder if that little amount would make a difference. Shortest field I typically go into is KBID @2502', but it's almost always on the runway that requires a back taxi.

My K (231) POH has a Speed At 50 Ft. IAS chart for different weights on the page with the graphs for Takeoff Distance Over A 50 Ft. Obstacle. There is no mention of V speed or if clean or dirty, but I've always believed that is Mooney's recommended climb speed at weight until you get above the obstacle. Then you go to Vy or whatever climb speed you want.

For most of my local flights (50-300 miles) I don't typically talk to ATC. But if I'm doing a X-US flight or 500+ mile flight, I typically file IFR regardless of the Wx. The second set of eyes and already being in contact with ATC if something came up was the primary reason. But also high on the list was not having to deal with airspace and finding out if MOAs were in use. Especially on flights to the south or out west. In the NYC area for the day trips the radar coverage is pretty much down to the surface and easy to get someone on Guard if needed.

So not that it can't be something else... But we're back to the Gear circuitry as a place for you to focus on first.

Didn't really think to address the "how to" since so many others were, but then I got to thinking about our process. Usually fly in the high teens, but wouldn't really matter if we were always in the FLs. We don't like to fly legs much longer than 4 hours just because when you add the taxi times on each end you're sitting for quite a while. So we usually break out the water about 30-60 min. before landing (for obvious bio reasons). And somewhere in that window you're going to be starting down and can switch back to the cannulas. So the mask has never been a consideration, but as others have said, just pull it down while you're eating or drinking and then put it back on between bites or sips. (Wait... Are we talking about in the Mooney or on a commercial flight??? )

Yep, that's why I'd be doing my option 2 on the way down and start lean and slowly turn in the mixture. And, OF COURSE, my path would have put me close to one of those nice Airports on your Sectional. Or at least near a road!!

Any chance there's a problem with one of the Up Contact Switches for the gear and the motor still has a load on it? That could cause a lot of interference and eventually burn out the motor. (Pending the motor and if it's well built, it could run that way for quite a while before it burns out.)

Yes, mine are pressurized.

Although you can feel better when visiting high altitudes (skiing, etc.) in day or two, your body takes about a month+ to acclimate to the higher altitude. So assuming you've been in Salt Lake for a while, that's your new norm. Go back to visit friends at Sea Level and they'll wonder where you got all your energy!

I was trying to find some documentation on restarting at altitude, but can't. So maybe I'm making it up.... But I seem to remember in some course or conversation that if the engine doesn't restart on it's own soon after switching tanks, the best option if you are in high terrain is: Throttle Half Open Mixture Lean, then advance slowly Continue to advance slowly until engine starts Also, hopefully you would have noticed Induction Icing earlier, but don't forget to pull the Alt Air. The issue may not be just fuel.

Mine basically says if you don't catch it while the Tubo is still spinning, take a quiet ride down below12K and try again. At altitudes above 12000 feet engine restart will take 13 seconds or longer when switching from an empty fueltank to a full fuel tank. 1. Throttle - Full Forward. 2. Low Fuel Boost Pump - On. 3. Fuel Selector - other Tank. 4. Mixture - Full Rich. 5. Magneto/Starter Switch - Check Both On. 6. If Engine Starts - Retard throttle as MP approaches 40 in. Hg. Boost Pump Off. 7. If engine does not restart - Attempt restart procedure with high boost pump on. 8. If engine does not restart - Descend below 12000 ft and repeat.

I know the POH says to push everything in, but don't, at least at first. Just switch the tank and give it a few (agonizing long) seconds. If you're running LOP, then as @201er said, push the mixture in a bit to get in the rich side of peak. If the engine doesn't start, then slowly push the mixture all the way in and then slowly push in the throttle. If the prop has stopped, bring the throttle back more to the middle and use the starter.

If you're talking about the failures a few years ago, that was a software issue that was resolved. Aspen actually thought it was a hardware issue and I lucked out because I had purchased my unit just before the Pro Max was released and the plane was in the shop for the install. So my 1000 was sent back under a recall and a new Pro Max was sent back. Shortly after that they figured out it was software and stopped swapping out the hardware. HOWEVER.... If this is something that's been happening in the last few months, please post more details!!

I'm with @JunkmanDifferent issue with a radio, but the first thing the avionics guy did was check the connectors for a pin that had pushed back (even just a little). We did move on from there and found a different configuration issue, but going back to test all the pins was still on the list if needed. You could easily have a bad crimp or even a broken wire even if the pins look okay .

I've had no issues with my Aspen Pro Max and I'm also glad I got it. But I do TOTALLY AGREE that at lot of the displays need to be a LOT bigger. Basically now that it's been out for quite a while, they really need to reach out to their users and get a "wish list" from all of them. This kind of stuff is an easy software change, not like they have to manufacture the unit. For the Vertical Speed, depending the software, your E1000 should have both the digital climb/descend display and the white bar in the same area. But there should also be a magenta bar that goes up or down from the Altitude Mark. They call it the Altitude Trend Vector and it give you an indication if you're climbing or descending. Now I wish that Altitude Trend Vector line was wider. It would make it stand out more. And I really wish the VSI numbers (e.g. +500, -820, etc.) were a LOT bigger. There is a lot of space in that area and no reason for the tiny font size. Also wish they'd redo the Altitude numbers! Instead of 4500, 4510, 4520, etc., I'd like to see 4500, 4510, 4520. or 5000, 5010, 5020. With the larger hundreds number (45xx or 50xx) it would gives you another visual reference to quickly see that there's a change. There are numerous articles on how the old analog dials were much better at showing you a change as your mind works quicker with pictures than with text/digits you have to READ not just look at (no comic book references please... ). So I wish Aspen really would do some much needed redesigns.