Joshua Blackh4t

So I sealed around it with rtv and it seems to have helped. Probably 15 ° f with similar oat. However I'll see if it handles it when I go back to hot areas. That doubler is solid riveted and will support the screw. Unfortunately VH-CBA is a working plane and doesn't get the luxury of replacing everything as soon as its not optimal. That screw (and many similar) will still be structurally adequate up until the next time its removed. The issue may have something with the nut plate clips not sealing as well as the original nuts, but I can imagine getting them off would be insanely difficult.

Thanks, I'll seal it up and see what happens. If it keeps being too high I'll start troubleshooting.

Thats the temp in cruise with an OAT of 15 degrees C Yes, I know my left tank guage is not working all the time.

Hi, After annual with combined avionics install, I have noticed higher than previous oil temp. Its over 200 where previously I would expect between 180-200. It came a bit down with cown flaps. I have noticed they didn't reseal around the cooler. Would this be likely to cause it? I have occasionally seen higher than expected temps before but they normally aren't sustained. That has me thinking maybe the vernatherm is getting sticky? But I'd like to first eliminate anything simple. Also, the guage equals the OAT on start up. Although it could still be an issue because I'd expect the oil a bit cooler inside the cowling with no reflected heat.

Its also statistics. I had someone once give a lecture on construction workplace safety. One of his ideas is this: Major accidents are largely random and unpredictable, so they are hard to avoid. BUT we know they happen at a relatively constant rate compared to minor accidents. SO, if we can cut down on small accidents we automatically cut down on major accidents. In construction thats like avoiding "harmless" things like splinters, hitting thumbs, dirt in you eyes, tripping over things etc. In aviation its all the little things that don't really matter but make us look less professional.

A slightly different sort of minimum I learned years ago: If more than 3 mistakes happen before take-off, then don't fly that day. (Or if its important, work out what you'll do to mitigate that you're not in the right headspace) I mean mistakes like forgetting a fuel drain, trying to start the engine without priming it, making a radio call before turning on the radio. The point being that we all occasionally make mistakes, but when there is a pattern, then we are likely to do something serious unless we change it. And it might just mean "you're stressed and dehydrated, drink some Gatorade and take 10 minutes to focus on the flight and stop thinking of work"

Sort of a side question, is there any issue with requesting an instrument approach when in vfr and not IFR rated? Poor plane. Same colours as mine. Hope mine never looks like that.

I remember a comic from a flying magazine. It had graphical illustrations of a quiz. What makes a wing fly? Is it: A: Bernoulli B: Newton C: Coanda effect D: Bucket loads of cash

I'm definitely not one to go changing everything for the sake of a few offended individual. BUT planes have hardly been around for 100 years so pilot-related terms have a much shorter history than 1500 years (even if the convention is further, English is a mixed bag and hardly ever follows its own rules) I personally want to encourage as many women as possible to be pilots. Most of the female pilots i know are damn good at it. So if changing away from one word will help, then hey, no worries. But that isn't even the point. The point is that right now someone has been so petty to change something from a perfectly fine neutral acronym, to an obviously male-sounding one. If you want to play the "what next" game.... next they roll back autopilot approvals because real men hand-fly their planes. Next we can't say "Avgas" because its this modern generation shortening things, it must be called Aviation Gasoline. From now on, only 2 kinds of fuel: car fuel and plane fuel. This 'diesel' and 'jet A1' wanting separate bowsers is not what God intended. Running LOP will be banned because its all a conspiracy and burning fuel is good for the planet I hope no one is offended....

Does this mean that female pilots don't have to read them? Or is the full plan to ban female pilots? Its just plain stupid, Air Missions might sound clunky, but it was good that no one changed the acronym and still made it neutral. This seems a bit of a d+ck move. I wonder if other countries will follow. I hope not.

Also, why was it parked up? I got bitten by not seeing that red flag years ago with someone wanting to do a halvsies deal with him providing the plane and me fixing it up when there was "nothing much wrong with it and we can register it experimental and fix it up easily". Anyone who parks a plane with nothing much wrong with it is not understanding planes in the first instance (value will only go down, sell it while you can) and doesn't understand that the 10 years (or 20 in your case) are worse than the original problems. In other news, anyone want a project to rebuild an Osprey 2?

I have the tailbeaconx and av-30. Its great. You might run into problems with the later models with the full rudder and the tail light mounted on the rudder. Also, to enter the squawk code is a bit of a b**ch. If you mainly fly class G then its great, lots of controlled and it can be frustrating. They are working on trying to improve that. Talks of even a number pad possibly. The Av-c is lovely and has lots of information and easy to read. Adsb out is also nice to have. Safety, and the convenience of controllers already having a positive ID on you before you ask for clearance.

I get mine up below 90kts, and down at about 100 kts but i never feel like i need to worry about speed. Occasionally i have had seatbelt tangles and had to let go for a second and it just sits about halfway. It easier than the gearshift on some old machinery

If you delete the ram air, do you still have an alternate air? I thought that was required.

^^^^^ This Although its most likely dry/sticking where it goes though the wheel well. It gets exposed to dirt and water there. And thats an easy place to spray it.

When my flap lever started not releasing, I sprayed the whole cable with a penetrating lube and all problems went away. I can't remember what mine looked like, but I remember it being very 'agricultural'

Good luck, have you looked under it? A lot is visible in the wheel well

The beauty of hydraulic flaps is they can be stepped on and will move down without any/much ill effect except the person standing on the will fall off. Its only a spring holding them up, all the hydraulic force is the other way. Its actually quite reassuring when parked outside in places where kids might go investigating. I often put them down for passengers. Again, the manual ones win because no need to use up battery power.

My poor E spends a lot of its time outside and is never tied down. I have seen her weather some major storms. She has never moved. If she was on concrete, I would be more comfortable with a locking device on a wheel so that she wouldn't roll even if she jumped a chock. If you were worried, you should call your insurance company. I'd point out to them that Mooneys are known to resist most winds, and extreme conditions are almost as likely to affect her if she is tied down or not. Keep your fuel tanks full. Little bit of extra weight can help. Also is good for your tank sealant. And leave the trim full forward. Headwind will push the nose down and tailwind will push tail down.

Found online:

As a pilot with the ancient push button audio panel, I'm curious what is better about the new ones. I mean stereo music to everyone sounds good, but everyone has bluetooth. I can hear the radio fine. I can hear other people reasonably. What more do you get?

Annnnnd BINGO... exactly what I was thinking. Except I was going to use a light sensor rather than wired to gear switch to make it less intrusive. Do you have any details about it? As for training, I call BS. You CANNOT train yourself not to be distracted. Many people have gear upped their planes and many of them were extremely well trained. Yes, good training (and more important, keeping current) are great, but one day it will be tired, non standard circuit, talkative panniccing passenger and all your training is forgotten.

Unfortunately nothing can train you not to be forgetful and distracted. Of course, the LHS is what I want. But it costs many thousands and has to be professionally installed. Or semi professional depending on how you feel about it. I was thinking of something that is 100% portable, costs maybe $100 and might save my plane while waiting for an LHS. The Holy Micro talking radar just seems to talk a lot and isn't really portable. It SAYS it gives you gear warnings but doesn't actually check if they are up or down. Also, its stuck out on the wing and has no way to talk to you unless you give up your Bluetooth connection for the whole flight.

I have a trim tab on my E. It isn't meant to, and no record, but it makes tweaking the aileron trim easy. Although the wing leveller also does it, so not too important.

I'm very much in the market for a landing height system. I even considered making my own. While I agree that competition is good, so far, Holy Micro has hardly said anything that makes me like their product. The lidar option for seaplanes seems good though. Questions: in the temporarily installation, how is it attached? To the tie down point? Is that ok? Do you have a kit to do it (remember they are meant to be removed for flight) Is there any way to wire it so the gear warning ONLY sounds if the gear isn't down? That is the only time I want to hear about it. The rest is just guaranteeing I'll turn it off. Do you have any pictures of a permanent install on a mooney? How complex is it to permanently install? Can I get a forward facing one to see if there are any trees on my glideslope at night? Is it certified to be permanently connected to power, landing indicators and audio panel? The LHS is.