Pinecone

Mooney Flyer online magazine has a page of Mooney instructors. I found my transition instructor from that list. https://themooneyflyer.com/cfi.html

So, fly solo, give yourself the dual and sign your own log book. I actually had a situation that a regulation was passed that I needed certain training and certification to do a task. Based on the same regulation, due to my professional certification, I could teach the class and certify people. I called, mainly to see why I needed to take the class if I could give the class. After a run around, I asked the person if I could give myself the class and sign my own certificate, and they said, Yes, you can do that.

Pictures and measurements would be appreciated.

There ARE good shops and companies. Our own Byron (JetDriven) is one. My local FBO is another, but not Mooney centric.

That's impressive. My 2552/Encore does 174 KTAS in the mid teens on 10.3 GPH. But I am up higher so get a nice TAS boost.

His dual could be his complex checkout. No retract time, they will probably want MORE that enough dual to get the complex endorsement. And if he gets a K or later, High Performance also.

You can do what works for you and the transition instructor. My plan was in the Houston area for the pre-buy. I met the instructor there and we knocked out the required 5 hours dual in one day, with some ground time the night before and after. I flew my 5 hours required solo getting the plane back to MD. I just couldn't take any passengers until I had both the 5 hour dual and 5 hours solo. I had zero time in type, but a lot of retract time.

Transferring database is not native to Garmin devices. You need an FS210 (installed unit) or FS510 (special SD card) to use Database Concierge to transfer database updates. Otherwise, you have to write the update to an SD card and stick it in your device.

252, so 28 volts. Not really a flush mount patch, it looks like they just laid a piece of aluminum on the inside and riveted it. I will get pics later.

Talk to me about the options for a beacon. I have the hole (with a cover inside) without the beacon. What are the options? And how much drag are the round ones. Also, I see Whelan makes a "Ground Recognition Beacon." It seems it is like a beacon, but maybe not bright enough to be a legal beacon (I have strobes), but would act as a warning on the ramp that the aircraft is about to start or is running and also as a quick check walking away that the master is off. It is a LOT cheaper.

In some aircraft, the checklist has you start the engine, then turn on the alternator. Other have you turn them on before start. My 252 POH calls for only the Master on for start, then turn on the alternators. Agreed, but the Battery Minder tells you which charge phase it is in, even if there is no switching of operation. My point was, the little icon showing a batter with a level inside is NOT telling you the state of charge of the battery.

Interesting, it is a manual version of what VOR and TACAN would be.

Nope, square function. Basically, you need 4 times the power to double the speed as a start. This is why drag reduction is a much easier way to go fast.

If you are going to Lititz, I would fly the extra 30 minutes or so and go to Byron at KGAI.

Low fuel light is adjustable, so you need to do your own and do both sides. SEPARATELY.

Yeah, I did some looking and it says you have to use the anti collision system if one is installed. It can be either beacon or strobes. Using both is acceptable. The recog I was talking about looks like a beacon, but lower light output. Whelan calls is a Ground Recognition Light.

The split master switch is/was to start the engine without the alternator being on. The Battery Minder display is sort of odd. It shows what looks like levels, but it really just telling which mode it is using. The one that looks like like the battery is under 1/2 is not saying it, it is saying the unit is in Constant Current charge mode, which is where it starts to see if the battery needs a bulk charge. Bulk charge is used to get the battery up to about 80% charged In many cases, it switches quickly to Constant Voltage mode (logo looks like about 2/3 full), that is used to top up the battery to about 95% charged. And then full looking indicator is really about full, as it means over 95% charged and in maintenance/float mode that takes it up to the 100% level. I plugged mine in today, and it started in Constant Current and quickly cycled to Maintenance/Float. So the battery was over 95%, but the unit still started with the Bulk Mode, with the logo that looks like the battery is very low. IMO, they should take off those logos.

Hmm, did not realize that is you have a beacon, it is part of the anti collision system and required. What reg is this? True, just pulsing the recog lights may be enough. And then I could repurpose the switch for the ground recog light.

Used to all USAF and USN airfields had PARs. PAR is like an ILS, has glide slope info. An ASR is like a VOR or Localizer, no glideslope info.

That is what I do. Byron (Jetdriven) installed snaps to hold his carpet. I think, when I replace the carpet to have him do the same for mine.

I emailed Frank again and he sent me the chart below. But the quick answer is, the 1 to 1 tach time is 2500 RPM.

They installed a temp probe for my JPI 830, even through I have OAT from the GPS/Aspen/G55.

What size of these clamps? Is there a standard size for the oil drain hose?

In the 90s I had a group of guys that did the civilian air combat thing at Sky Warriors, at FTY, in T-34s. Of course, only doing aerobatics/air combat once a year, you will not handle it well. The transderm scop patches came out and worked great. None of my group had any side effects and it stopped the airsickness, even the queasiness, so they could seriously fly. I even used them (I was NOT PIC for those flights). And had no issues. At the time, they were over the counter. They got pulled, then later came back as prescription only, due to publicized issues. But most of them were during long term continuous use. One was with the USNA where some long distance sailors wore them continuously for something like 10 days. The instructions said to remove the patch after a couple of days and not apply a new one for 24 hours.

My K does not have a beacon. There is a round hole on the belly with an patch inside the fuselage. I would like a beacon, but mainly for ground ops, to warn people the aircraft is hot and about to start. Also, I would leave the switch ON, so if the Master is one, the beacon is on. And walking away from the plane, a quick look back will let you know you left the master on. Whelan has two LED aerodynamic shaped beacons and several round ones. The aero ones are $1600 and $2400. OUCH. But they do have a "Ground Recognition Light" which is like a beacon, but not as bright. Only $300.