0TreeLemur

I couldn't agree more. No editing, just identifying long threads containing lots of valuable discussion that deserve to be in a place of prominence. Software-wise, adding a reaction would be necessary. Right now the options are "Like" "Thanks" "Haha" "Confused" and "Sad". I'm suggesting adding another "FAQ Worthy". Once Craig notices enough "FAQ Worthy:" votes on a thread, he can then decide to accept or reject that recommendation. If he accepts it, he creates a link to that thread in an appropriate FAQ category. Alternatively, when some number of members (e.g. 50) vote a thread as "FAQ Worthy", then it would automatically go into the FAQ category, and maybe Craig or his designee sorts them. That would be pretty easy. Getting N (e.g. 50) votes as FAQ Worthy would be hard, but as good threads are occasionally resurrected from the great beyond, it could happen, especially to good threads

Hi @kortopates , thanks for your thoughts, but search doesn't solve the problem of identifying excellence in a public forum. My point is discovery of information rich content, not search. With some ranking, judgment and editorial control, the best of MS could be cataloged for browsing. Long threads full of information on "common" topics could be identified, expanded and updated, while minimizing redundancy. Sometimes searching works fine when you are looking for something specific. I wasn't looking for jackscrew info, I happened upon it. Here is an example that search won't solve: As a regular, I know about the thread "Today's Flight for 2019". People in the know go post their recent flight experiences there. People who don't know and haven't seen it, aren't going to know to post there. They probably aren't going to search for it either, why would they? Because they don't know better, that person will create another thread called "I Flew to XXY Today". In a "Popular Threads" section, users will regularly peruse because that's where most of the action is, and where most of the content that has been deemed meaningful by the members and editors resides. I do think it would be a great addition, and all you old-timers that have been hanging around here for ever, who know where the good threads are can share that knowledge with the noobs by nominating high content threads for status as an excellent thread. We need a way to flag/tag/highlight information rich threads for browsing. I'll shut up now.

How about at least a "Popular Threads" section? That is easy- when a thread gets more than "N" posts and an "editor" sees that it is an informative thread, not an online fistfight, then it is deemed popular. That will make those threads that attract a lot of attention stand out. At present, they are really hard to find unless resurrected. Topic 21024 from above is a real good example. Maybe there could be a "nomination" and election process for threads to be highlighted? How about another option in the lower right hand corner to vote to elevate a thread to noteworthy FAQ status- if a thread gets enough votes, it shows up in the FAQ?

I looked over the information page. Just what I was looking for. Thanks- sadly I have no access to a Mac... With your modeled data I might be able to do some numerical experiments.

@testwest what is that software you used to do all those magical calculations and figures? Is it public domain? I want to play with it! Thx. -Fred

Did that with #1 son right around Christmas, 2018. Used inclinometer app on iPhone to measure pitch angle. We were able to identify the angle of attack for max Cl of 12 degrees within about 1 degree in level flight, but unable to calibrate the AV-20S AoA sensor. It seems to be uncalibratable.

BTW- there are no silly questions. Only silly answers.

Hi James, No loss because there is no flow. Pressure transmittal only. If there is flow, then you have a leak and your system isn't legal to fly. Not and A&P, just an engineer specializing in fluid mechanics.

Dear MS members, Occasionally we meet people who have an outsize presence. Like the sun they radiate energy that makes those around them feel or perform better. The man who has been working on our Mooney as A&P since we bought her in 2017, David Forgac, passed away last weekend. Dave was one of those people. My wife and I helped him on two owner-assisted annuals, he supervised us installing the EDM900, performed several repairs on our plane, and was CFII for several of my instrument training flights. I found that he was always a kind and patient instructor. His experience working for a Mooney Service Center in Florida years ago really helped with our plane. Today I received a link to his obituary as was written by his family. It is a good description of someone truly passionate about aviation and of a life well lived that ended too early. I can attest to Dave's nature as a passionate and natural teacher. Dave's obituary is here: http://www.northportfuneralservice.com/mr-david-forgac/ Dave passed away last Friday after a short illness at the age of 65. I wanted to share his memory with those of you who care to read his obituary. -Fred

Hi -T. I vote nose art doesn't belong on Mooneys, it belongs on WWII bombers.

The rage in turbine engine efficiency presently is geared fans. P&W has developed a new engine with a reduction gearbox that turns the fan considerably slower than the compressor section, allowing the fan to work with considerable increase in efficiency. That too is a planetary reduction gear system.

Looking at the photo in the OP, that a/c has nose art?? Anybody read what it says?

Solved. Wound up re-wiring the entire headliner. It was a rats nest. Now everything (speaker, electrical for lighting) is connected via two Molex connectors.

I really like the AV-20S as a timer, TAS indicator, and knowing that it has a backup AI is comforting. Every time I've checked it in flight it has agreed with my gyroscopic attitude indicator. That said, I was unable to calibrate the AV20S "probeless" AoA indicator in my M20C. Using reasonable limits like cruise AoA=3 deg. and max Cl AoA=12 deg. it doesn't seem to work. I reported this to the manufacturer and they confirmed to me that the probeless AoA sensor in the AV-20S doesn't work well in Mooneys. It can be disabled in the options and I have done that. When I experienced the pitot-tube transient while flying through rain last weekend, I had not yet disabled the AV-20S probeless AoA sensor. It pretty much screamed at me "lower the nose!" when that was not needed. I've since disabled it. I reported that behavior to Aerovonics. That is when they told me that they have observed difficulties with the probeless AoA sensor in Mooney aircraft, and they told me how to disable that feature, which I have done.

This cracks me up! There are some truly amazing bondo artists in Cuba, and most of those REALLY cherry '57 Chevy's and Fords are mostly bondo, with Subaru engines and Hyundai transmissions. Ford and Chevy parts have been unobtainable in Cuba forever. They get their used asian cars from the D.R. and Jamaica, who got them used from Japan and REALLY used them up- throw in lack of oil changes and tons of salty warm rainwater and you have a serious case of autocanibalism supported by Bondo! Luckily our GA situation is not so bad, or we would be figuring out how to attach a radiator to our Mooney's.

The information content of this thread has become so low that I am going to stop reading it. Thanks to everyone who contributed a thoughtful response to my original question. @jetdriven experienced the same problem and offered a possible, even likely, fix. The pitot tube is just plumbing, so there is nothing pressure sensitive in it and blowing it out with compressed air with the rest of the instrumentation disconnected should not create any problem. Of course after breaking open the pitot-static system it will need tested. I know someone who will do that. signing off.

Our '67C has no drains that I'm aware of. Definitely nothing near the left wing root. I like the idea of disconnecting the air fitting to the pitot tube inside the wing, the blowing the pitot tube out with compressed air.

That is a likely explanation Don. Last annual I removed significant mud dauber nests from behind the rodent socks in the wheel wells from when the a/c used to be parked outside.

I happen to have a single 2" EGT indicator that I would ship you free of charge. Just say the word.

As @carusoam suggested, I'll open up the tail tomorrow and inspect the static lines for water. That said, I'm guessing that it was not a static port issue because it didn't affect the altimeter or VSI.

While on an ILS approach as part of my IFR training this afternoon, something strange happened with the airspeed indicator reading. I was in a stabilized descent at 90 kts, flying through rain, when I noticed the airspeed was decreasing. About the same time my instructor noticed it an he instructed me to increase speed. All other indications were the same as before- nose low attitude, 500 fpm descent rate, wings level, about 15" MAP. I hadn't changed anything. The airspeed indicating kept decreasing towards 70 kts. I instinctively lowered the nose and the rate of descent indication increased but the airspeed didn't. This told me that the a/s indicator was incorrect. Then, the airspeed indicator needle performed a few jerky increases and decreases, then increased back to 95 kts. It really acted like it was burping some liquid through the system. The OAT was 48F, and my instructor suggested I turn on pitot heat to perhaps help eliminate water from the pitot tube. The remainder of the flight was uneventful. We returned to our home airport. After shutdown, inspection of the pitot tube revealed nothing obvious. The drain hole in the back of pitot tube just below where it joins its mount seemed unclogged. I cannot tell you how hard it was raining. My instructor thinks it was raining pretty hard. Was the drain plugged and somehow it magically came unplugged? Was it just raining so hard that it overwhelmed the drain? Anybody have any similar experience? I've left a message with my A&P, and thought it would be good to see if anyone here has seen anything like this. -Fred

I think I've just been given the idea to change my screen name! Thanks -a-!

I have the AV-20S. We did the install during the previous annual. The install took about 6 hours each for my A&P and myself, plus a couple hours from my wife who is really good at pulling wires. We installed it next to the airspeed indicator, so we just teed off the pitot and static lines that were going there. My A&P agrees that swapping out a clock is a minor modification. I really like it. Mostly I use the time functions, secondly the real time TAS indication is nice to have. It agrees with the calculated value from the GNS430W within 1 to 2 knots. Knowing that there is a backup attitude indicator there is great. I've been unable to get the probeless AoA thing working yet, but that is probably the last thing I care about anyway.

I installed it because according to the attached letter referenced as: 100S-13-31, from the FAA, replacement of a simple clock in non-transport category airplane is considered a minor modification. It was deemed that way for a Davtron clock, and for the FDS GT-50 clock provided that the extra functionality does not replace original instruments. I cannot imagine that the AV-20 wouldn't fall in the same classification. None of the non-clock functions in the AV-20 replace required instrumentation in my C. It's just a clock and has a representation of seconds. It meets the requirements of GRABCARD as it is permanently affixed to the aircraft, behind the panel. 100S-13-31.pdf

ok, I get it now. Need something else to worry about...