Skates97

Love the pictures, where were you fishing? I lived up there as a kid from 80-84, it was like heaven to me.

My intent is to continue pretending to be a CB until I no longer have to...

Fill in some info in your avatar like what model you are flying. It will help to know what engine you are behind. Some with more knowledge than I will be along soon. Not to knock what you are doing looking for low fuel burn, but why fly at 105kts? I didn't buy my Mooney to go slow, I bought it because it takes me along at about 140kts IAS on about 9.5+ gph, the O360 won't really run lean of peak. Even so, I feel like for the speed that I'm flying the fuel flow is very economical. The sweet spot for my NA engine seems to be between 8-10,000'. Depending on winds and temps (hot out west in the summer) I am typically at 8,500, 9,500, or 10,500.

Yes I did. The kit came with a GA35 antenna which I needed because I did not have a WAAS source for my plane. The GA35 went in where the old Loran antenna came out. I did have to have my AP/IA put a doubler in because the old Loran antenna was installed without one. I was going to put the GA35 in myself but the AP offered to do that while he was putting in the doubler. I also had to make new RG 400 cables to run from the GA35 to the transponder and also from the transponder to the transponder antenna. There are some great videos online on how to make the cables and I think I went through 3-4 connectors "practicing" but it was fun to learn how to do it. The installation was actually very easy and straight forward. Moving things up/down in the stack to make room for it took more time then the rest of the install put together. I put in a new breaker for it but it replaced the breaker for the old transponder so no new hole was needed for it. https://intothesky.us/2019/05/25/gtx335-installed-2020-compliant-and-preventative-maintenance/

I bought a GTX 335 with the harness already built. Talked with my AP/IA who agreed to let me install myself, (good working relationship with him) wrote up the 337 with a few wording changes from my AP/IA, and he signed everything off. I then scheduled a transponder check with a local guy who came to my hangar, did the test and gave me a log book sticker. It's not impossible to meet the mandate.

Here's an old post with some information about the center spar splice. It is common for it to see some corrosion. It looks like it has also spread past just the splice? Searching Google with mooneyspace in the search is also often very helpful, I find it is usually better than the search function on the forums. https://www.google.com/search?q=mooneyspace+spar+splice+plate+site:mooneyspace.com

I didn't finish mine. My son did put down all but one bite of biscuit, but then at his age I could get away with eating whatever I wanted...

Short Labor Day flight to get in the air and eat some good food. Total of only about 40 minutes of flight time, but after that breakfast I didn't need to eat again until dinner! Labor Day - Riverside

How much over 2,700, and is that on an engine monitor or the regular tach?

Yes, but #1 does not run down there, and #2 was not on most C's. Some have added it to their plane so it dumps out the left cowl flap, myself included. However you wouldn't be able to see it in that picture, it would be off to the right of what you are looking at. I am wondering if he doesn't have a hose running where it shouldn't.

Where is that scat hose running to/from? I only ask because when I bought my D I had a scat hose running in a similar area as that. Someone had hooked it up to the little vent under the prop which is supposed to go to the generator and instead had it going to the outlet for the carb heat bypass valve.

I agree, and love the 830 that I put in. It has helped in a number of things, including letting me know exactly which plug was bad when my engine started running a little rough on a cross country trip. I always carry a spare plug, torque wrench, and other tools to change out a plug. It was fortunately a bottom plug and took me all of about 10 minutes to pull the cowl cheek, replace the plug, and button everything all back up. Without the engine monitor it would not have been as easy a diagnosis. I use my 830 much more than I ever anticipated, as you say it is extremely useful.

I have been hearing this reasoning from many different people. It comes up in almost every discussion about engine monitors that I have seen for the three years I have been on MS. Can someone provide some instances of the oil or pressure lines failing on the cabin side of the firewall and spraying oil/fuel inside the cabin? Yes, that would be a terrible day, and getting those lines out of the cabin would be better than keeping them inside it, but I am just curious if there are recorded instances of it happening.

170 mph is well into the yellow arc in my D, if the air is smooth I have no problem descending at 170 mph IAS.

This thread has gone tangential on a level that is impressive even for MS. I had to scroll back up and look at the title to remember what thread I was reading...

Made it off the wait list and onto the guest list, received an email from Mike yesterday! Booked our flights and a room this morning, looking forward to seeing everyone there.

Not talking about equipment reported in ICAO, just configuring so the Stratux picks up what I am looking for. This was what I was thinking, and how the avionics guy that helped me set up the GTX 335 and did the transponder check suggested it be configured. True, the Stratux just feeds traffic and weather to the tablets. Yes, EB1. The setting in the GTX 335 is not for filing purposes, just to ensure the information is being broadcast so my Stratux will pick it up. Thank you all for the comments, they cleared up my confusion.

I read the thread over on POA and I'm trying to wrap my brain around it. So my Stratux picks up both UAT and 1090ES. My GTX 335 broadcasts 1090ES. I should have the settings on the GTX 335 set to only show ADS-B In capable for 1090ES so that the UAT that the ground station is receiving is rebroadcast to me on the 1090ES? Am I understanding this correctly?

It can have depending on the type of aircraft. In the Mooney I would guess little on span wise flow. Lowering the gear slows span wise flow (Think of it as strakes pointing down) but more important it acts as a pendulum to stabilize the aircraft in a regime where you are working the ailerons and rudder very hard. So gear allows you to work just a little less and any pickup in stability makes things easier. It also makes the throttle less sensitive for speed adjustments. That makes sense, I have always dropped the gear in addition to flaps for a couple reasons. First, the POH doesn't list stall speeds for flaps and no gear. Second, my VFE is just 100 mph and my VLE is 120 mph. Without the gear out it is really easy to go past the 100 mph.

On 1800wxbrief.com if you set up your email and/or cell phone you can open and close VFR flight plans either with a link in the email they send or simple responses to text messages. It will send a text prior to your scheduled departure and you can activate it or cancel it by just responding to the text. You can also close it by responding to the text after you land. Pretty easy to use. I could use a little guidance on the Equipment and Surveillance options that you have to use with the ICAO format. Under to old domestic format the choices were fewer and seemed more straight forward. I have a NAV/COM with VOR and ILS (no GPS in the panel, just my apps on the tablet) so I am assuming "S" for my equipment. I have a GTX 335 so I "think" for surveillance it would be "L" with "B1" as I do have ADS-B in but it is through the Stratux, not a certified piece of equipment.

I have come into the pattern at un-towered airports behind some really slow folks before. I normally don't drop gear and start putting in flaps until abeam my touchdown point, but if I'm behind someone slow I put the gear out and start adding flaps earlier than that. You may have done that in this case, but if I found myself stuck following the 80 mph Cessna I would have just dropped gear and added some flaps and flown along like a sad Cherokee with the tail put on the correct way, it buys you an extra 10 mph before stalling. (Granted if you haven't worked on slow flight recently it may feel odd)

No Apple products in the household...

Can't view, says I need to purchase a codec. Any chance you can upload to YouTube and post the link?

When mine was replaced they did not pull the prop.

When the carb heat is off it is open. When using carb heat it is closed. Great reference article. http://donmaxwell.com/proper-operations-and-care-of-carburetor-heat-systems-on-m20-b-c-and-g-model-mooneys/