Rick Junkin

FlightAware shows a flight plan route along with his track, so coupled with his altitudes I believe he was IFR, at least at some point. His initial altitude was 6K, then he climbed to 6,500 for about 15 minutes. VFR on top? And then he descended to 4K for the remainder of the trip. Possibly changing altitudes to stay out of the weather, as @ArtVandelay suggested. My only experience with penetrating a TFR was in 2016 near Beale AFB when I was doing my Mooney transition training. We were working with ATC for an ILS approach to a neighboring field and they gave me a vector through the Beale TFR. I asked about violating the TFR and they responded I was under ATC control and they could clear me through it. This fits with some of the posts on BT that talk about the same kind of thing. EDIT: “My read is that Roger Alec on Facebook is likely misinformed/uninformed.” My bad, that’s an uninformed assertion by me. Cheers, Rick

That’s awesome! And encouraging. I’m hoping for something similar. I’ll compare notes some time in June. Currently I’m at 2375.69# and 45.62”, UL 993#. Cheers, Rick

I'm guessing possibly a remote comm 2? Nice work!

This is one of my biggest gripes with Mooneyspace. Someone documents a concerning problem they had with a specific shop or vendor and then plays "I've got a secret" about which shop it was. Another is the people who bust on the folks who DO give all the details. Then someone like @redbaron1982 feels compelled to remove a valuable post.

For those I haven’t met, I’m Rick Junkin. I was the Event Director for Mooney Summit VIII. My 3 year term on the Mooney Summit Board of Directors concluded with Mooney Summit VIII. To all who attended the Mooney Summit last year, thank you! Your participation is deeply appreciated and helped raise, in conjunction with contributions over the past three years, over $20,000 for the Bill Gilliland Foundation. But the Summit and it’s safety focus is for the benefit of you, the attendees, and I’d like you to help Dan and Alex plan the best Summit yet in 2023 by sharing what you liked and disliked about the last Summit. My intent is to get your honest feedback and suggestions. Please keep it constructive, but don’t hold back on the things you didn’t like. Mooney Summit VIII was an aberration in that it was the culmination of three years of on again - off again planning, registrations and contributions that led to some weird and cumbersome ways of getting things done. Be that as it was, the feedback I received was overwhelmingly positive. That’s great! Now’s your opportunity to reinforce that, or not, and share ideas for ways the next Summit can be better. Here are some suggested topics to prompt your memory of the events and venues of Summit VIII. Event Scheduling Registration Process Communication from Mooney Summit Board of Directors Arrival handling by ATC Arrival handling by FBO Airport Day Venue and Facilities at KTPF Airport Day Lunch Airport Day Vendor Presence Airport Day Roundtable Discussions Airport Day Reception BBQ Hotel accommodations Seminar Venue and Facilities - Tampa Theater Seminar Presentations and Presenters Banquet food and venue Online Silent Auction Do you feel you got value for your registration fee? Please add your additional comments on anything I haven’t captured. Thanks for your time and honest feedback. With your help, Dan and Alex are going to give you an awesome event in 2023. Cheers, Rick

Turns out I misunderstood and my friend ordered the 28V lights for drop shipment when they're released. I'm back on the same page with y'all. Cheers, Rick

Thanks.

Uh oh.

A friend picked up a set of the 28V lights at the show for me so they have them - just a matter of getting them out the door I would guess. Shouldn't be long now! Cheers, Rick

DOH My bad.

@firelog1101 Check the top of your prop governor for a leak at the pressure relief valve nut. I had similar symptoms when mine was leaking. If that’s the problem, here’s the McCauley service letter for the field fix to replace the o-ring. Takes a $5 o-ring, some teflon tape and about 20 minutes max. No need to remove the governor for rebuild, which is what most shops will probably recommend. Cheers, Rick McCauley S.L. 1998-22A.pdf

My question isn’t about who was making the parts, my question is who (what Mooney shop) dropped a dime to the FAA to report the person fabricating the parts. I don’t want to support a shop that would do that, which is why I and others would like to know who did it. Does that make sense? Cheers, Rick

I'm inclined to agree with you. I have an active subscription with Jepp so I logged on and tried the live chat to get clarification/confirmation. Unfortunately the person I was chatting with gave irrelevant and incomprehensible answers to my question, which I restated clearly twice. I'm guessing english as a second language and reading from a script. As a former Boeing employee I am embarrassed. I currently have a Jepp subscription through Foreflight that is $199/year and a separate subscription through Jepp for my GNS430 at $450/year. The $491 bundle price is indeed a bargain if it includes both the GNS430 and Foreflight. However based on my experience today and in the past trying to communicate with Jepp I recommend getting feedback from someone who is using the Garmin data and has experienced their customer support. And Greg is correct, Jeppesen does not offer the terrain and obstacle database for the GNS430. On the other hand I've never felt the need to update mine while flying with Foreflight and it's terrain database. Cheers, Rick

Is this correct? I've been paying for two separate Jep subscriptions, one for Foreflight and one for my 430W. I'm not aware of a combined subscription for both, can you point me to info about how to do this? Cheers, Rick

If you know, there’s no reason for us all not to know. As far as being appropriate to post on social media, this is where we share this kind of information for the awareness of all. It isn’t a secret that there is an issue, there is no reason for it to be a secret who is involved.

@EricJ What maintenance shop called the authorities?

There's some merit in that, however it depends a lot on your long term plans for the panel. If this upgrade is all you ever plan to do, then biting the bullet and going with the 650 or 750 xi may be what you want to do. Keep in mind the FS510 you'll need to accomplish the flight plan transfer is an additional $1,500ish on top of the cost of the radios and installation. If what you primarily want right now is the Flightstream capability, and have thoughts of doing a major panel upgrade down the road, then the FS 210 installation will probably be roughly half the net cost , maybe less, than swapping the 530W for the 650Xi and you can save those funds for your big upgrade. The FS210 is a much simpler installation which will mean less down time and lower labor expense. As for the 530W being on a clock that's true, but there are still plenty of them out there for sale for decent prices and that likely won't change a whole lot until Garmin sunsets support. They did that with the 14V GNS430 so its a matter of time and spare parts availability. It's a gamble but it may be one you want to take. Some research into Garmin's support plans would give you more data on which to make your best decision. Cheers, Rick

In the USAF they used the Barany chair, nicknamed the "spin-and-puke". It's a seat on a turntable with a hand rail that goes all the way around the seat. It is normally used during physiological training to demonstrate the effects of head motion on the inner ear while in a dynamic (spinning) environment. If you've ever played "Dizzy Bat" you get the idea. For the folks experiencing air sickness they got "desensitization training" that comprised spinning in the Barany chair and moving your head up and down on command. Not a pleasant experience even if it doesn't make you sick. If it didn't work, you were done. I'm guessing there is a kinder gentler approach to this now. And that's all I will say about that. The centrifuge also had the nickname "spin-and-puke" but you only got that training if you were going to fighters, with the G loading profile matched to the G limits of the aircraft you were flying, or going to fly. I saw a few folks not make it through the 9G profile and lose their assignments. It was recurring training at one point, had to go to the 'fuge every 5 years if I recall correctly. Good training, but in no way should it be equated with fun. Cheers, Rick

From the G3X installation manual: Cheers, Rick

The hose I use is 1” OD and 3/4” ID, the clamp is 1” and goes smaller. The hose fits nicely on my quick drain but I had it come off once and it made a huge mess so now I clamp it in place. Cheers, Rick

That's what I used to do, but these are much easier to use in my case. It's tight quarters around the quick drain on my engine and I can easily set and release this clamp one-handed. Yes, much more pricey than a tie wrap but much easier to use. Cheers, Rick

I'm probably late to the party with this but I recently discovered these nylon hose clamps that work great for holding the drain hose in place on my oil sump quick drain during oil changes. They easily clamp down nice and tight with finger pressure and release with a twist. https://www.amazon.com/dp/B0B2M2T16W?psc=1&ref=ppx_yo2ov_dt_b_product_details Cheers, Rick

Which shop? Are you happy with their work otherwise? Cheers, Rick

Here’s a link to the Guide for Aviation Medical Examiners. This is a good starting point for coming up with questions for your AME about what’s what with your SI. The CACI (Conditions AME Can Issue) section can be particularly helpful and contains links to the CACI checklists where you’ll find some good information if your condition is a CACI condition. https://www.faa.gov/sites/faa.gov/files/about/office_org/headquarters_offices/avs/guide.pdf#page251 Cheers, Rick

I think it depends on what the SI was for. I can’t point you to a verifiable reference but for example I’ve been told that for some cancers the SI goes away after 5 years of non-recurrence. I’m hoping that’s correct. Cheers, Rick