Skates97

I'll add another plug for Myflightbook. You can also have instructors e-sign the entries.

I switched my G5 to C° before our flight today and left the JPI in F°, I think I like having both. We'll see.

I hadn't thought of this. My JPI and G5 read very close but don't quite agree. The G5 probe is in the wing and more accurate than the JPI that is in the left air intake and catches a little heat from the cowl area (still don't know why it is in the install manual to put it there). Putting the G5 in C° would give me a closer look for icing and the JPI gives me what my brain still thinks in. Not quite so fast. Everything in the C POH is in F°. I still have that one in the window right in front of the storm window.

Pretty simple question, do you have your display set for Celsius or Fahrenheit and why?

You only need the sides and top of the cowl off, the bottom does not need to come off. I took them off before taxiing over to the shop because I didn't want them doing it and it only takes me about five minutes to take it off or put it back on. And they did have to change the studs but as Rich said the engine does not have to be tilted.

I don't know what it is now or what the rates are in AL, but in June 2018 the shop here charged me 4.5 hours for a total of $450 to remove a Hartzell and install the PCU5000 on my D.

Or rent a set of clubs at the course. I know they aren't "your" clubs but most of the nice courses have nice sets. I've been on a number of golf trips, and while I have taken my clubs on the airlines, (I like my clubs) a lot of the others on the trips just rent a set, haven't played any better or worse with the rented set, and still enjoyed the rounds.

I think this is the one you are looking for. I have a tendency to download a lot of articles, you never know when they will disappear. CARB HEAT CARE.pdf

I was going to go Aspen/Avidyne as well. Even bought an Aspen that I ended up reselling. I have no AP and it doesn't even have the positive control (D's didn't get that) so as I continued to wait on the TruTrack and the GFC500 was no the cusp of being approved for the short bodies I made the decision that I was going Garmin. I already had a GTX335 in the panel which I installed under supervision. I bought dual G5's and a GNC355 and did the install again under supervision. As you said the diagrams and installation manuals are very good. It was slow going because I was double and triple checking everything. When it came time to power everything up it all worked. I also put in a PS Engineering PMA450B at the same time and wiring it to the GNC355 and the SL-40 I already had in the panel was not difficult. As for learning the equipment, I'm still working on it. With the help of my CFII doing my IFR training, playing with the trainer on my laptop, reading and rereading the pilot guide, and just fumbling around it is coming slowly. The plane goes in a week from now for the GFC500 and then I will have everything I am looking for in my plane.

How is it that they can say that the vaccine gives longer protection than getting the disease? What data is that based on? I'm not trying to argue, I honestly would like to know. Neither the disease nor the vaccines have been around long enough to have any long term analysis of protection from the disease or of long term side effects of either the disease or the vaccines. I would think that we would need to be further down the road to look at the differences between those that had a vaccine compared to those that had the disease. Also, with regards to immunity from the vaccines, what I have read is that they do not give immunity, they help so that when you do contract it you will have a more mild case, hence the reason they are continuing to preach the masks and social distancing even after getting vaccinated. If the vaccine truly provided immunity then there would be no reason for masks or social distancing. There would also be no reason for those who have been vaccinated to be worried about those who haven't been vaccinated.

Include the D's in there too. Most were converted making them essentially the same as a C.

And they come in two ways, 7277-2-x and 7277-5-x. The x is the rating, the -2 and -5 are the short and long. You most likely have the -2 and you want to replace with the same or they will not be even and makes it weird when checking that they are all in.

I would at least have the breaker pulled to look at it. When we were working on the panel we found a crack in the case of one and another that when it was unscrewed from the buss bar it came apart. The only think holding it together was that it was mounted in the panel with the buss bar holding it together.

Dev, I don't have much to add to the conversation as I'm just working my way towards a check ride. I can't relate to the feeling of looking for the runway, seeing nothing, and going around. I am looking forward to May when there is a consistent marine layer everyday until around noon to work with, but it is rarely low enough to get you to minimums. There doesn't seem to be much in the way of worry/concern when descending and under the foggles because I have a CFII in the right seat and there is the trust that he doesn't want to hit something any more than I do, so if I was off on my altitude or alignment I have trust in him that he is going to say something. I can imagine it is a much different feeling descending through the clouds, either with someone on board or alone... It reminds me of a story my dad told. Part of his time in the Air Force was as an instructor in T-38's. They were on a cross country with the student under the hood. At one part of the flight they were in IMC and he told the student he could take it off and look around. After a couple minutes the student asked if he could go back under the hood, it seemed he was more comfortable thinking that at least my dad could see outside and what was going on. I will mention one comment about the advisory glideslope. The RNAV RWY 24 approach into KFUL is an LNAV but the GNC355 does provide an advisory glideslope. When we flew it last Friday evening I crossed the FAF and then started the descent down watching for the MDA and keeping the dot on the advisory glideslope centered. The MDA is 900' so I reached up to pull the foggles off right about 920'. There was the runway right in front of us, but the PAPI was showing 1 white and 3 red. The dot was still centered on the advisory glideslope, but we were just a touch low. It was a good experience to file away from my training, and if I'm ever tempted to try and follow that advisory glideslope as you mentioned below the MDA I need to remember that experience and go around.

As far as the vest go they shouldn't be stowed. You and your passengers should be wearing them when you get in the plane.

When mine was leaking enough that it needed to be replaced I replaced it with a SAF F-50. It is a two piece drain. There is a cap that screws on and acts as a second seal of sorts if the one in the valve leaks. The only downside is that to drain it you need to make sure you have the F50-180 opener that screws on the valve. It comes with it when you buy it and I just keep it in the little box in the plane where I have a couple spare wrenches, spare spark plug, and a couple quarts of oil. https://www.aircraftspruce.com/catalog/eppages/saf_airF62.php?clickkey=5469

Have the engine washed down, have them put some fluorescent dye in the oil, fly it around the pattern once, then put a black light on it. Any more flying than once around the pattern may likely blow it all over and you won't have any idea where it is coming from. It is not uncommon to see the oil showing up in a different area under the cowling than where it is originating from.

I can second the recommendation by Oscar for the Drift Camera. The regular Ghost X will run you $100 and get you close to 5 hours battery if you don't have the WiFi turned on. I wrote an article in this month's Mooney Flyer about different cameras and mounts. After writing the article I did a test to see if the NFlightCam cable that says it is for the GoPro Hero 3 will also plug into the the Drift Ghost to capture audio, it does and the sound is clear. The Mooney Flyer - Cameras, Mounts, and Cables Drift Ghost X - $99 Drift Ghost X 4K - $250

He makes me work and lets me make mistakes as long as they aren't putting us in a bad situation. I'm glad he isn't constantly telling me what to do or to "watch you/heading/altitude/speed or whatever." Letting me get behind the plane and try to catch up, fumble with the GPS trying to get it programmed for a change on the fly, asking ATC to "Say again for 878" instead of telling me what they said when I didn't get all of the transmission are the lessons that really stick. If I ask him he questions answers or if I need help with something he will but otherwise he's letting me muddle through it in the air.

Flights 9 and 10 last week. Flight 9 was Wednesday evening, we filed and flew from KFUL to F70, landed, picked up our clearance and flew back. On both flights we did not fly a single segment or point that we had been cleared for, the flights were entirely radar vectors and assigned altitudes. That was a good excercise. Flight 10 was Friday evening. We picked up flight following and shot the RNAV into KCNO, went missed back to the PDZ VOR for a hold, followed by the VOR/GPS-A approach to KAJO, went missed and picked up vectors to the RNAV into KFUL for a full stop. That was a very busy flight but a great learning experience. If you want to read about the entire flights you can on my blog. https://intothesky.com/2021/04/11/ifr-training-flights-9-10-new-challenges/

It was ALL in the burger, even a slice of cheese hiding out in there. A recalculated weight and balance was in order before departing....

A few more.

Flew to Santa Barbara for lunch with some friends. They were in their Moose and we did a little loose formation on the way to get some pictures. We brought our good camera with the zoom lens and got some pics for them, they took some with an iPhone that are nice, just no close up. On the way back just after going over LAX through the Special flight Rules area we got to fly past the Goodyear Blimp. I had the most amazing burger, sliced bratwurst, bacon, onion strips, and BBQ sauce.

Upon @Hyett6420's recommendation and after his Mooney Summit presentation in 2019 we bought 2 Spinlock Deckvests. They are a little pricier than the $100 ones you can get but when you consider it is a one time purchase and look at everything the vest has it is worth it. When we decided we would take others with us to Catalina or along coastal flights I debated in my head if I wanted to spend that much money for two more that would get rarely used or just buy a couple of the $100 variety. It wasn't much debate in my head before deciding there is no way I could live with the guilt if we ditched and my wife and I survived but the passengers didn't because I went cheap on the life vest. So, I bought two more Spinlock Deckvests, this time the 6D model which is even more comfortable than the 5D's we had purchased. We wear the 6D (more comfortable) and they get the 5D (still comfortable). The extra two don't get used often and hang on hooks in the hangar, but we have them if needed. Anytime we are flying over water or along the coast we have them and wear them. Having them in the back seat is not so helpful, just put them on before you take off. Often along the coast here in the water is the best place to ditch. Yesterday we went to Santa Barbara for lunch. The departure on 15R/L takes you off the coast so before climbing in the plane and starting up we put on the life vests. Departure kept us on runway heading until we were 7 miles off the coast before letting us turn and resume navigation. Nothing went wrong but I was glad to have the life vests on as they held us at 1,500 initially and then up to 3,500 so we were well away from gliding distance. Honestly after a couple minutes you forget you are wearing it, they really are comfortable. I also have a PLB that stays in the plane. It hangs from a lanyard off the center post when I'm not flying and before starting up it goes around my neck. If you aren't wearing something and you put down off airport you might as well not have it because who knows where it will end up inside the cabin. Even if it is just a short local flight I wear the PLB. If you have to put down somewhere away from a road you might not be easy to spot and don't count on cell service. Here are links for a couple places that sell the Spinlock Deckvest 6D. I bought all of mine through The Binnacle on Ebay, good service, fast shipping. $299/ea may sound expensive, but you're going to spend at least $100/ea anyway, why not the extra? You only buy them once and Andrew said your life (and your passenger's) is priceless. https://www.ebay.com/itm/Spinlock-Deckvest-6D-Inflatable-Lifejacket-Vest-New/174343540140 - The Binnacle $299.95/ea https://www.landfallnavigation.com/catalog/product/view/id/98684.html?gclid=CjwKCAjwvMqDBhB8EiwA2iSmPAiA2hzfb7DHDhlPZActX89eYJ4QlUp3j7FsArPf81JaRYk54TS0ZxoCyWAQAvD_BwE#132=30589 - Landfall Navigation $295.20/ea

They do, have a set in the back pocket of the seats. I've just found a few squares of the cling type window tint are easier for me to use and put where I want instead of getting those positioned with the suction cups.