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MinneMooney last won the day on February 4

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About MinneMooney

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  • Birthday 12/24/1957

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    1965 M20C

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  1. I have a ‘65C (N5901Q) and just flew today. It was about 20F outside but toasty warm inside. I had to check with my passenger to make sure he wasn’t too warm. I had the vent control about 1/2 open and the heat control about 1/3 open. Are you getting good airflow from your ventilation outlets in flight?
  2. Me too. When I bought my plane I was having trouble with the uplock. I lubricated the J-bar and haven’t had a problem since.
  3. I got back into flying about 4 years ago after a 16 year hiatus. I had sold my ‘53 Bonanza in 1998. Now, my oldest was out of college and wanted to learn how to fly. We started by joining a local flying club. After 2 years, I bought a Cessna 140 to fly for fun and to have my son and I get our tail wheel endorsements. When the opportunity to purchase a really nice C Mooney popped up about a year ago, I jumped at the chance. I have since sold the 140 and now my son has a great economical plane to get his Commercial rating and build time in. The C is a great 2 person airplane and moves along nicely for the horsepower. It’s faster than my former 225hp Bonanza was. I did not find it any more challenging to fly, just somewhat different. The best advice that I can pass on from lurking here on Mooneyspace for the past year is to take your time before buying any plane. There is a definite learning curve when it comes to Mooneys versus other planes and you can make a big mi$take if you don’t know what to look for. I love mine and it will be my forever plane. Good luck.
  4. Congratulations Parker and Hope. Pleased to do business with you.
  5. The Uavionix Tailbeacon STC Installation manual does say that you need to comply with AC43-13.2B and refer to the Mfg. Service manual if installing on a moving control surface. I would definitely balance the rudder if I installed a Tailbeacon in it.
  6. My SOP GUMPS check always includes grabbing the J-bar and pulling to verify that the down-lock pin has engaged so I don’t have an inadvertent retraction after landing. My plane has a newer Lasar downlock that was installed a while ago after a gear problem/prop strike in 2001.
  7. I also have the worlds most glaring gear down indicator, the Johnson bar.
  8. I don’t remember having any problem seeing the gear up/down lites, but I don’t think it was a very bright sunny day.
  9. I still think the Tailbeacon is a great option, given the difficulty and cost in getting into an avionics shop install a new transponder. Ask me again in a couple of years and I hope to have the same answer. My plane lives in a hangar near Minneapolis so it is protected from the sun and weather. I might be concerned with long term UV exposure if it was tied down outside. I have heard (from a pilot at our local EAA Chapter) of a few reliability problems. I am not concerned with flutter as it is attached to a non-movable surface on my plane.
  10. Andy, has there been a change? This is what I found on AOPA’s web-site: https://pilot-protection-services.aopa.org/news/2016/july/01/are-30-day-vor-checks-still-required-for-ifr-flight it’s from 2016. Unless there’s been a change, it says a Garmin 430 non-waas (TSO-C129) requires 30 day VOR checks.
  11. I currently have a (TSO-C129)Garmin 430 non-waas. Technically, I need my VOR to legally navigate on an IFR flight plan. Can’t wait to install my new Avidyne IFD-440!
  12. Thanks for the tip. I looked up the Garmin Doc. 190-00848-00, which is the GA 35 installation instructions. It does include the following caution: “Do not use construction grade RTV sealant or sealants containing acetic acid. These sealants may damage the electrical connections to the antenna. Use of these type sealants may void the antenna warranty.”
  13. My A&P and I are about to replace the Garmin GA56 with a new Garmin GA35. The GA56 has a rubber gasket covering the entire bottom to prevent water from getting to the 4 screws or the BNC connector hole. The GA56 has an o-ring (but no bottom gasket) that seals the TNC connector hole but nothing to protect the 4 screw holes. What have people been doing to keep water from getting to the screw holes? A&P mentioned RTV, but is there a corrosion concern with aluminum with the acetic acid in RTV?
  14. Funny thing is I have an airway that passes right over the top of my home field but the VOR is too close (5 miles) so I have to fly outbound 15+ mi min. before I can perform a legal single VOR check. Sorry for the thread creep but this should be a consideration for anyone making avionics decisions.
  15. If you read the VOR check requirements: Single VOR, you must use a VOT, a designated ground checkpoint, or a designated airborne checkpoint, none of which are convenient for me at my home field. The 4th option is: (4) If no check signal or point is available, while in flight - (i) Select a VOR radial that lies along the centerline of an established VOR airway; (ii) Select a prominent ground point along the selected radial preferably more than 20 nautical miles from the VOR ground facility and maneuver the aircraft directly over the point at a reasonably low altitude; and (iii) Note the VOR bearing indicated by the receiver when over the ground point (the maximum permissible variation between the published radial and the indicated bearing is 6 degrees). Also not very convenient for me, but doable. You can’t just pick a spot on a sectional and determine the radial to the VOR. I had to fly about 30 minutes the last time I did this check. With 2 VOR’s I can do the check on the ground sitting outside my hangar.