Pinecone

Understand. That is why I like the Whelen. A bit more than the MaxPulse but about half the cost of a Pulselight. And just needs one switch added to turn the pulse on and off. 4 circuits, but paired so that 1&2 are one when 3&4 are off and vice versa. And, like the PulseLight, you only have to turn on the Landing light to get it on steady. You don't have to turn off the Pulser.

Second in line for the signs.

They aren't really thinners. The inhibit clotting. That is why you need to be off them for a few days before surgery.

The big thing, IMO, is to have someone that KNOWS Mooneys look at it for corrosion. A few people have been hit with a OK from the Pre-Buy but major corrosion when looked at by someone who knows where to look. Another source for Mooney instructors - Mooney CFIs (themooneyflyer.com)

There was sort of mid air a number of years go. One plane at FL180, the other at 17,500. But not quite on altitude for either. Props of one chopped through the fuselage of the other several times. Both landed safely.

Blood thinners don't work that way. They inhibit clotting, not make the blood physically thinner.

Stopped by yesterday. At first glance, not much different looking. But looking closer, they have mounted several of the behind the panel boxes and a lot of new wiring harnesses waiting to be connected. I spend some time with the head guy going over the panel layout. This was basic concepts and thoughts. He will do a CAD layout next week and we will tweak it from there. We covered the main panel items placement. Pretty normal, but the autopilot controller to the left of the stack just above the throttle. I am going from rocker switches to toggle switches. We are putting all the engine switches on the left (ignition, starter, master, alternators, boost pumps, primer, prop heat). All the lighting switches will go on the right (beacon, nav, strobes, recog, landing, taxi, flasher). We looked at the annunciators and will get rid of the factory setup as most of them will be integrated into the G3X with EIS. He is getting a quote from Dallas Avionics for some slick rectangular annunciator lights by Eaton. The gear with be a split light with Amber "Unsafe" on top and Green "Down" on the bottom. These will be fully lighted with black letters as will be the Speed Brakes one. The others (Alt Air, Starter Power) with be lighted letters on black. Things are moving along.

I am going with a pulser/flasher from Whelen. It controls up to 4 circuits in banks of two. So Circuits 1 and 2 are on and off together, but opposite 3 and 4. And it works like a PulseLight in that turning the appropriate switch to ON makes the light be on continuously. And it is about half the price of a PulseLight. Mine will alternate the landing light with the recog lights.

Circuit breakers are to protect the wiring. The trip rating of the breaker is based on the wire size. But going to a lower trip rating is OK (safer). A 250W device will draw 17.85 amps on a 14-volt system. 20.83 is the alternator fails and the battery runs down.

When I considered this a while ago, the answer for getting on the wing was to use a stool like pictured, but hinge a piece of wood to make a ramp to bridge over the flap. He can't walk without a walker now. So he would have to crawl on the wing. The other answer is, try to find a Cardinal I can borrow.

Hmm, I wonder how we come up with that sort of plan?????? And with HOTAS, the most important things used the major fingers and thumbs, and the less important, the minor fingers.

I am headed up tomorrow to see what is going on, but they should still be making harnesses. But my local FBO has a C-172 that they just did for instrument training. It has a 10" G3X, G-5, GTN-650Xi, GFC-500, GTX-345. So I got checked out in it to spend some time with a panel similar to what is going into my plane. AMAZING setup. I am SO STOKED to get may plane back. The G3X is an amazing piece of equipment, and works so well with the other Garmin devices. I was happy with my choices from watching the Garmin training videos on You Tube, but actually flying it is even better than it seems in the videos.

Luckily the owner of my avionics shop is a former USAF avionics guy (F-111s), so he immediately understood about grouping switches. And even things like my beacon switch will be guarded, but to the ON position. And all the light switches will be most used in flight to least used from right to left on the right side of the panel.

That is a screen shot. I was not sure if others were seeing thing differently. Bold helps, but no way to make that my default. OTOH, here is how BeechTalk looks to me.

That was when and why the Tempest requirements came about. LOTS of RF leakage from computers.

The bulletin does not state that there have been any such events.

IIRC they tried to start it multiple times. So a lot more water pumped into the engine than any conceivable amount of condensation. There just isn't a lot of volume in the crank case.

Anybody know how he got in and out? Or have contact info for him? My Dad just turned 97. He is a former Naval Aviator and is probably more into my having my Mooney than I am. I would love to take him for a ride, but can't figure out how to get him in and out. He isn't in a wheel chair, but isn't very mobile.

My 1986 M20K 252 has them.

Info on actual chamber ride, but you have to travel to OKC. Airman Education Programs | Federal Aviation Administration (faa.gov) For the traveling setup, use this page and search for PROTE - Activities, Courses, Seminars & Webinars - Seminars & Webinars - FAA - FAASTeam - FAASafety.gov

I would be happy to show off my plane. My normal price is you pay for lunch for me to come to you. And maybe a friend also. But my plane is in the shop for a major avionics upgrade. But if you are still looking in about 2 months, let me know. The way I get in and out should not be a problem with height. I step into the floor with my left foot. Grab the windshield bar and the grab handle and swing down and in. Getting out is the opposite.

Did a flight with two friends who were both pilots. C-182. I was left seat, guy in the right seat was under the hood flying (working on CFII), and third in the back. Due to being ON the day of the chart change over and not having current charts, we were VFR, but had to go to 13,500 for a short ways to clear some cloud tops. I noticed the guy in the right seat head was moving about a lot and his flying had deteriorated. I looked back and the guy in the back was OUT. Over the clouds and back down to 9,500, right seat guy was rock solid and guy in the back woke up.

Mooney Space comes up in a grey font with thin character lines. VERY hard to read. Any way to get this changed? What I see:

How difficult to import into US?

My airplane is in the avionics shop being done. I went with 10" G3X Touch and remoting the transponder. I put a dock for an AERA 760 on the right side, so have a totally independent unit. But it talks with the stack. I am looking at replacing the rockers with toggle switches. And arranging them in a logical manner. Starting type switches (master, alt, fuel pump, etc) to the left. Used in flight to the right (lights, prop and pitot heat).