PeteMc

Glad you finally got it fixed. But if the lock itself does ever have issues.... Just take it out and take it to a local locksmith. They should be able to repair or replace the guts back into the Mooney required housing.

Yea, been down that road... but you still keep hearing the "Aaappplllleeee" mantra. I do think there can be issue when creating more complex Apps with all the various Android OS out there. But there is zero reason why FF couldn't create a very reliable and useable FF Lite, if they wanted to. Who knows, maybe FF's new owner will go down that untouched path to go after the untouched market.

You should have let me know! I kept looking at the CAVU Wx and the blue skies and was thinking of making the trip anyway. How many weeks did they estimate? (Hope they're not quoting months.)

There are other options besides the Sentry. Garmin, DUAL Statux (sp?) and others are out there.

For those using StarLink, is there an Email Address or US Phone# to reach out to Sales or Support from non subscribers? Or does anyone have a direct Email to anyone senior in the company? I wanted to reach out to them to find out if they give discounts (or free access) to Search & Rescue. It would be nice to be connected when no where near Cellular Service.

I'm waiting to see how dumb the new owners of FF are... I'm hoping the masses are wrong, but they'll probably turn out to be correct that the FF prices will take a big jump. So I may be seeing G Pilot in my future. Too bad Garmin didn't buy FF from Boeing. (Not that they probably would have raised the prices too! )

Good guess that the prior owner had it before the ADS-B upgrade in the plane and also kept it as a backup. Nice thing to have and just charge up before those days you know are going to be solid IMC. Not sure I'd have it on or charging every flight (VMC) and wear out the battery.

I don't know anything about the G500, but the Pitch and Roll settings from Garmin are probably a starting point. There are always minor tweaks to get everything to operate smoothly. And did the shop say if they used different numbers from experience? And did they start with initial numbers that were close or were the numbers WAY off? That might make me ask some questions. And maybe the question should be asked at a different shop? Find one a few states away and give them a call. They may or may not be willing to answer, but if they do, you'll know what they do with a G500/KFC200 combo.

Yep, that's one reason I'm thinking they may sell off the pieces. But maybe they just want to create an Aviation image and buy up some other companies too. I'm assuming FF and Jepp are profitable, so why not own them if they are. As for adding more, that was the demise of QuickBooks in my opinion. And although I'm not an Accountant or a professional Bookkeeper, I've seen LOTS of comments about how Intuit kept adding gimmicks thinking they could sell more. As a result, i bet a massive number of their professional users will bail in an instant if something else comes along. So you may see the same thing with FF if they just keep trying to add STUFF to keep adding stuff.

Cost is WAY too much for them to do that. If you remember they did have an App for a while to give you Airport info etc. They had to close that down, and my guess is that it was for cost.

No need to speculate too much. Equity firms usually buy things to sell them. So give it a couple of months and there will probably be a new owner again for the various pieces. Maybe as one package, maybe split up.

Sync has to do with the Database. You can put an SD card in one of your GTNs and if the DB Update was created as a Sync Update (includes all the System IDs), your other Garmin devices will pull the new DBs from the one unit you installed the update in. Crossfill is where if you make a change to your Route, load an Approach, etc., that change will Crossfill over to the other device. Same if you send a Route from ForeFlight or G Pilot to one of the GTNs, it will appear on both of them. Now on you Message Alert... I'm not sure if I'm just in a habit of tapping the button on both or if I'm just tapping on one. I do remember software changes a while ago, but now I don't remember the specifics. Next time I go flying I'll have to pay closer attention, but I think I'm still acknowledging both my GTN and GNC.

What radios? Do they power up to 121.5 and then switch to whatever was in memory from your last flight. And what time of day? Possibly right after the top of the hour and someone near by was testing their ELT. Then they turned it off.

Yes, excellent job! And a question for anyone that knows.... Where did the plane come down in relation to the airport? At first I thought it was the plane symbol on the map in the accident report to the right of KEBG, but when you zoom in, that is really Omni Ranch Ultralight Flightpark.

Isn't that type of wire also available in higher versions for a deterrent and used for something other than keeping sheep in? Not that a deer can't leap over that height, but they often just move on if they can find food on their side of the fence.

As I understand it they only need to be accurate for Full and Empty.

One of two things. O-Rings could be worn or have a nick in it. Change them frequently or go for the more expensive ones (and you still need to check them for nicks, etc.). The other thing is to make sure the cap is REALLY seated correctly. Assuming you have a syphon cap inside the filler hole, and if you fill up where there is fuel above the syphon cap, it will get sucked out if the main wing cap is not on straight and sealed. Learned that shortly after I got my plane when I *thought* the cap was flush, but it was just slightly off and didn't seal completely. Also learned then that if the locking flap is even slightly harder to push down than normal, the cap is probably not flush.

I understand getting the speed up. But which way do the blades flex when you start that process. I was thinking there was more of a flex when you go to slow and the mass of the helicopter pulls down away from the blades when you go to slow down, then (my term) bounces back up and can some times cause the blades to flex. But that's just my guess based on how inertia and mass can react with a moving body and flexible pieces.

There was an "expert" on that said that with those kind of helicopters, an improper auto rotation procedure could cause the blades to hit the boom. I would then think the blades would all shatter off as we saw in the video of them missing from the helicopter and appearing to fall in pieces. I know very little about helicopters. But I'm unsure about the "experts" comment because I wouldn't think there would be any initiation of auto rotation until much lower when you use what little inertia you have from the blades to use up to slow you're contact with the ground/water. I would think it would just be full collective in the appropriate direction to build up the speed/inertia you're going to use when you get down very low. Any "rotor heads" here that can educate us?

I use the spray on cleaners too. But the Foam Cannon looks great for after a long XC or if you've been doing a lot of flying when the Wx is bad and you haven't had time to keep up on the Spray/Wipe cleaning. I'm thinking the Foam Cannon would be great just to cut through that first layer of grime and making the polishing cleaning a bit easier.

Thanks!

I was looking at this thread again and noticed you use the Foam Cannon. I'm not a big fan of pressure washers with planes, but do you know if it will work with low pressure or even out of the faucet pressure and still get a good foaming action? I like the idea of a pre wash with the foam to dissolve the grime and rinse most of the dirt off. But again, personally I don't think you should be pressure washing a Mooney. It would be too easy to actually push grime and grit into areas you don't want it and you'll never get it clean... Until your mechanic has to start taking things apart due to the corrosion.

Kind of my point... And in theory it only has to happen on the first call. (And I should have written it out like @AJ88V did.) Enunciate only on the first call and I bet you'll be fine: One <beat> Zero <double beat> one <beat> fife <double beat> Echo. I get that they may still blow it when they look at it, but most of the human nature part is the INITIAL mental registration of your N# (or anything else that can get swapped). If you make note of it and call it out, subconsciously there is a good chance they'll make note as well.

Might be all in the cadence... Try "NY Approach, Mooney 10 15 E" and see what happens. Sort of like the phone messages I love to hear where some one leaves there phone number rattled off faster than I've ever heard any controller give a full route clearance. Sure, THEY know their own number and can rattle it off that fast. But not really helpful for the person they're leaving it for.

My preference is a sweep second hand. Not sure if I have a Mitchell aircraft clock or not, but it sure looks like one of their very basic analog clocks. Problem with the digital is that there are more "digits" to remember. With the sweep hand you just mentally picture the clock and you know where 1 minute is for your Holds, etc. For an actual approach, I used a kitchen timer clipped to my Lapboard during training. Now days I have a timer in ForeFlight. Another advantage of a clock with hands is for fuel balance. I look at the minute hand and if it pointing to the right side of the clock, I should be on the right tank, left should be left tank. So if I was talking to ATC or just contemplating my navel, if I'm unsure if I switched tanks, I just look at the clock. And then there's your Engine Monitor... the cheaper the clock the less reason not to add the EDM900. Talk to the mechanic and let them know you want to add an EDM and as they are looking at the plane, keep that in mind for work that can be deferred. There may be some things that can wait a year that will let you get the EDM. There also may not be and may be some other big ticket items, but if the shop knows the big picture going into the Annual it can only help.