JimB

And just another suggestion, for those that do not have an all-in-one dual magneto. If you have 2 separate mags, split them up. Have one inspected one year and one inspected the next year. Just don't have the same mechanic remove them install them and the same shop inspect and repair them at the same time... people make mistakes, that's just being human. But you have redundancy in 2 separate ignition systems, you might as well take advantage of it.

Got this in the mail today. Anyone planning to go?

My wife and I did the Bahamas last April. We have inflatable life jackets and a PLB but I didn't rent a raft. With all of the boat traffic between Florida and the islands, I probably wouldn't have time to inflate before being picked up...

I had to get a USB-C adapter to power my Loran....

I have dual G5s, a GNX 375 and a GNC 255. I agree it will not directly show distance to the VOR in VLOC on the G5. When flying a DME arc, I have to use the distance readout at the bottom of the GNC 255 which is actually based on GPS distance or put the VOR waypoint in the GPS and use the distance on the GPS while twisting and turning the VOR for the arc.

I run a part 145 repair shop and we have an A&P apprentice program. We hire off the street and interview the applicants looking for mechanical aptitude. It takes the 30 months of experience which we document in logbooks for each apprentice. In addition to working at the part 145 on Cessnas, Piper, Mooneys, Cirrus, Diamond, etc. the apprentices will work at a part 121 airline on transport category aircraft. After the 30 months we pay for them to attend a 5 week prep class at a local A&P school. They then take their written tests and oral/practical. From the feedback we get from the Designated Mechanic Examiner (DME) that conducts the tests, the apprentices I send to them are more prepared than the A&P students. Honestly, it is a great program. The students get more practical hands-on experience than they would in a school setting and we pay them (with benefits) to do it. If you want to know what the FAA looks for in practical experience, the attached section from the FAA 8900.1 will provide that guidance. 05_005_002rev1.pdf

Thanks! I'll be there for a week. Are there nightly tie down charges?

Flying in to Marathon beginning of April. Can anyone provide any thoughts on FBOs? It appears Marathon General Aviation and the Marathon Jet Center are closed? Maybe? Websites are both down. Looks like that leaves me with Millionaire? Any thoughts would be helpful. Thanks - Jim

Also make sure when accomplishing or inspecting to reference the correct AD https://www.mooney.com/wp-content/uploads/2022/12/sbm20-345A.pdf (1) Before further flight after the effective date of this AD, inspect both elevators to determine if any hybrid elevator balance weight part number (P/N) 430018-1 is installed in accordance with STEP 1.1 of the Instructions section in Mooney International Corporation Service Bulletin M20-345A, dated December 13, 2022. The repetitive inspection and replacement required by paragraphs (g)(2) and (3) of this AD are not required if any hybrid elevator balance weight P/N 430018-1 is not installed.

Yes the magnet idea does have merit.

I blasted mine and painted with Lycoming grey from aircraft spruce. https://www.aircraftspruce.com/catalog/cspages/sf2100a12.php?clickkey=8758

Ok. So I have a bulkhead off of a J and I also have one from my F.

Before I sell just the blades, does anyone have a need or interest in a Hartzell HC C2YR-1BF with spinner and bulkhead off of my F? The eddy current AD is effective and was last performed about 33.65 hours before at Tiffin Aire in OH. It has approximately 1000 hours on it since overhaul back in 97. If interested let me know and I can provide pics and paperwork. Was working just fine before I removed it to install a 3 blade MT. I can sell the blades to a prop shop but if anyone needs it for recent prop strike or something, let me know soon. Jim

I might have one but I will have to look this evening

I have 2 G5s and have gave some consideration to replacing them with GI-275s but really can't find a good enough reason. I may add a GI-275 later this year to be an additional CDI/MFD/MAP/ etc. But I will keep the G5s.

Its not firmware or navdata really. It is magnetometer data. The magnetic poles drift and the magnetometer needs to know where to point you. This needs updated every so often. It is part of the general software for the unit. IGRF stands for International Geomagnetic Reference Field

Just out of curiosity, what was the part number of the elevator yoke you bought?

It is in section 5.6.1 of the installation manual. Did you contact your installer? Also the lighting is highly customizable in the GI 275.

And how did that make you feel? At 5'6, I'm anything but average!

Also consider if your autopilot or wing leveler (if you have it and its working) needs the TC

If it was me, I'd move your vacuum attitude indicator down to where your TC is and get rid of the TC. Then install the AV-30C as the primary Attitude reference if you like the display the AV-30C provides. I think that is doable per AC91-75 and you will have good redundancy then. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC91-75.pdf

I don't know what to tell you Walt. Sorry you are having those bad experiences. Not all shops are out to rip you off. I have worked in aircraft maintenance for over 35 years mostly on the airline side as a Chief Inspector/Director of Quality Assurance. Now I run a part 145 repair station maintaining a fleet of flight school aircraft as well as doing outside customer work. I try to run our shop the same way we ran the airline maintenance department. We have a great budget and no reason ever to cut corners for any reason. The outside work is really just filler and to keep things interesting for my maintenance personnel but we approach maintenance on those aircraft the same way. We don't need the outside customer work to keep the lights on or make payroll so I try to be very reasonable (actually more reasonable than I should) on everything. We don't up charge parts or charge extra fees for anything. What has really been an eye opener for me are the aircraft owners. Someone has an expensive nice aircraft, pays thousands of dollars in hangar rent and insurance every year (I know this because I have my own aircraft), wants their aircraft fixed NOW, and then gripes about every little thing on their invoice. Meanwhile they are buying things like a $3200 EIS system on a carbureted O-360 so they can save gas because they went to Oshkosh and the salesman told them they would save 10%. And don't tell a customer a flight control bracket that you found cracked and broken during an annual inspection costs $400 (Used. Again my cost, no up charge). You would think the whole world was going to explode... Even after you show it to them I get asked, "Well isn't there a cheaper alternative"? One would think they would be pleased it was found before it let go in flight. You bought a 50 year old aircraft for goodness sakes for over $100k and you pay over $7 for gas for it! You want to it ready to fly every minute of every day. Did you really think it was going to be inexpensive to maintain it? Do you really want the maintenance on your single engine aircraft to be "cheap".

Not sure which monitor you are installing but check the STC. It will probably specify where you can install it. The Garmin manual for the G5 is somewhat restrictive for lightning protection but allows install in an access panel while the JPI manual states to not install it in access panel. Go figure....

And then there are all those "gray" areas in between that are subject to interpretation by the individual FAA inspector, A&P, IA, owner, manufacturer, repair station, etc.

Or there is this https://lasar.com/switches/stall-switch-v3-2451-d8 Or https://lasar.com/switches/stall-switch-retrofit-kit-940065-505 Or https://lasar.com/switches/stall-warning-switch-assy-800364-9509-800424-9015