dkkim73

Thank you both! I'm sitting in SLC waiting for a delayed connecting flight with a maintenance issue. I thought, "Hey, I'll fly commercial so I don't have to worry about weather and timing!". Brilliant. Ah, the age of just-in-time, oversold, etc. Billboard could say: "If you were in a Mooney, you'd be there by now."

Anyone on MS going to Olathe KS for next week's G1000 class? I'm looking forward to it and just wondering if any of you all will be there. Or those that have, any nice food recommendations? e.g. BBQ

Hi All, I fly with a Forensics-branded CO meter stuck on the panel and had been until recently seeing 0 through all phases of flight, except taxi with door or window open (seemed predictable). A few weeks ago I noticed levels in teens-40's, seemed more on climb, cleared with aggressive use of the vents. Recently, saw up to 90ppm(!) during climb. Local shop did a leak check by pressurizing the exhaust and spraying it with LeakTech (SP?), said no leaks. Mechanic suggested I may have been using partial cabin heat (should be all or nothing)... this did not seem to be the problem. Moving the detector around in flight did not show any obvious gradient. Also, the opening for cabin vent and heat showed "0" with the detector. I can clear it back to 0 in cruise. Occasionally see some lower levels (20s) on descent. It "feels" to me to vary with angle of attack based on these observations. Asking around, including a senior mechanic at Savvy known to many, pointed me at the following: - landing gear actuation rod "mouse boots"; it turned out one was loose at the outboard end, re-taped. Next flight showed lower (40-50ppm) but still high levels - no obvious leak from door but I need to troubleshoot that more completely in flight This did not happen right after the cylinder work, but over 10 hours later. I cannot recall a specific maintenance item recently that would affect the floor or belly area. Thinking maybe landing gear doors might be slightly out of rig? (pressurizing the wheel wells at higher AOA) I realize there's no magic bullet, here, but wanted to post in case one of the Hive Mind had some additional specific insights. Thanks for any thoughts! David

@LANCECASPER That Steelie is super-compact. Is it just affixed with adhesive, then? Does the magnet live in the ball? (thinking about iPad or phone being near credit cards at times) My weakness is a tendency to infinitely trial gadgets. I flew with the Aera 760 a lot early on using the RAM system and under-mounting it, with data few from the GTX345R. Using the assortment of parts Don recommended. I found I was entering flight plans in 3 different units and recently have been keeping the Aera in my bag as a backup should something happen to the G1000. Concentrating on using the G1000 as much as possible, and Foreflight for plates, glide ring, and downloaded briefing which I've rarely had to dig back out. Since you (Lance) have a G1000 plane as well, what is your "flow" with the Aera 760. Is it just a backup for 2D SA and FIS-B data? Thanks, David

The mount pictures above were very helpful. I have been working on this problem (iPad Mini 6) and posted some photos of my recent experiments to a prior related thread:

It also occured to me to get a mount (standard ball, PIVOT, MyGoFlight plate) and come up with a way to mount it right at yoke center. E.g. a strap system, could even by zip-ties, or an X-shaped arrangement of bands. It would have to sit far out enough ("proud") to allow clearance of an iPad, but would be simpler once done.

The other option (besides my RAM mount) is trying the much-recommended MyGoFlight clamp mount. Unfortunately, this one did not come with the PIVOT adapter as I'd thought, but that is available and allows use of both systems easily. This unit is actually pretty nicely-made as well, seems more solid than it looks. The only way I could mount it without potential interference with the landing gear lever was to offset the rotation (up and to the left). I may get the plate adapter and trial this one. Using a split-ring clamp (mentioned on another thread) would also work well and would be a better permanent solution I think. Anyone use these under the yoke? (I would probably try routing to the left to avoid the map light).

Circling back here after doing some work yesterday and seeing some parallel thoughts on a iPad Mini 6-v-7 thread. Procured -Pivot Mount with a hose clamp (meant for yokes) -MyGoFlight articulating clamp arm Photos from trial here. One of my main concerns is staying out of the way of other stuff, especially the gear switch which is very close in this plane (see right), but also not obscuring the map light or interfering with TKS or boost switches. It took a bit of monkeying to keep it far enough to not interfere with my grip of the left yoke horn, bury the end of the hose clamp back in the rubber, get the angles right, but it feels pretty firm. The friction around the final ball-joint with the mounting plate is easily adjustable, and so it's easy to turn the iPad from landscape to portrait as needed (photos with iPad to gauge degree of obscuration of the PFD). I'm going to try this for a couple flights, since I tend to use Foreflight most after the MFD (e.g. plates, checking glide ring). It overlaps the PFD more than I would like, but is easy to tilt or rotate out of the way. My other pathway right now is a yoke mount (see next post). HTH D

Ibra, Is it easy to "just go" from country to country in Europe? At least for EU countries? I imagine there are fees, etc, but are you pre-filling customs stuff, worrying about ADIZs, etc? Thanks, D

As Teddy Roosevelt said, "Maneuver softly and carry a big boost." Or wait a minute...

At least the Type S has no cowl flaps. I am told that the airflow changes at different angles of attack so as to provide a good airflow solution over the cylinders. In my experience it works really well without any need to adjust anything. Cylinders run very cool LOP, #5 might need a bit of attention on a hot day ROP climbing hard, but very manageable and that's keeping Mike Busch's 380F working limit in mind. Also don't really cool down too much on the descent, much less of a problem than I'd anticipated. I wonder how the Acclaim with the 310hp STC would do against an O3 at low altitudes. I would imagine there is some effective volumetric restriction and exhaust back pressure with the turbos, but I don't know. Max MAP is 33.5", which is slight boosting relative to SLP so that might offset it. You mention useful load. That is the Achilles heel of a well-equipped Acclaim (O2, TKS). I would not have AC, though on the East Coast that might be a much bigger deal. HTH D

This is true of getting a plane in general. You can come up with a lot of potential snags as an intelligent person, and others *definitely* will. Mooneys are a bit "conformal" to get into; I like to make a comparison to a sports car. But the elegance of engineering is pretty darn cool, esp. when it takes the form of a very beefy main wing spar or very low form drag. D Ps. After 120ish hrs in type, after a long GA hiatus, my insurance cost mercifully *almost halved* this year. The lowest quote was an outlier, but they all went down. Hallelujah! Pps. Let me share a funny comic I saw that applies to aircraft ownership:

Actually yesterday on a layered cloudy day. Nice flying overall. "Geology illustrated" near Wilsall:

If the government is "trimmed down" or at least boundaries are reiterated (a la Chevron) then maybe it is part of the political atmosphere. But I kind of wonder if GA is niche enough that good advocacy will primarily depend on a few good advocates, e.g. like James Inhofe used to be. This never used to be partisan except when viewed with a "Green" spin, and aside from the usual stereotypes of "the rich" and lead phobias, I'm not sure it's on most people's scopes... Generally safetyites and anti-freedom types fear GA, but it's not an issue with visibility outside those who bought a house next to the Inner Marker and immediately started writing letters to the paper I wonder what will evolve. Montana's new senator has aviation industry experience and has flown GA; he seems like a potential advocate from my impression. D

Prior to the current plane, I had only a few hours in a 182 turbo (a nice late 80's or 90's model) and I loved the power on demand... everything else was normally aspirated. Now, 120 hours later, I wouldn't go back. It is more complex mechanically, but the Acclaim's TSIO-550G turbo design is pretty sound (used also on Cirrus FWIW), and the actual management is much simpler in my opinion (MP is settable arbitrarily up to the critical altitude). The ability to just keep climbing through weather and select arbitrary altitudes is huge. Terrain? Push it up and go... But I also live in the mountains with MEA's routinely above 10k. I came into a cloudy valley with some light ice on Sunday at 17k, had climbed up in a few minutes from 14k to minimize icing (TKS was keeping up but always better to have less), dropped down to 9k in a hold with TKS as needed, and shot the approach. I wouldn't have made the trip without TKS. I think I could get by with an Ovation here, but the diminishing climb rates up high would limit options in some cases. East coast does not have the terrain issues, but might have the weather which also benefits from climb in some cases. Others here @Schllc? can weigh in on the utiility of a Stormscope too in the southeast (lots of convection at times). The XM weather downlink is great and does most of what you need, but just another thing to consider since this is a bit of a clean-sheet/blue-sky discussion. HTH D

I completely agree with what @Fritz1 said above. All 3 of those gentlemen are very knowledgeable and enjoyable to speak with, and very knowledgeable about market specifics (leads on particular planes, trade-offs, etc).

It's also just a different mindset to existing within the system, complementary to the VFR world and skillset. There are pilots who fly VFR only who are masterful in many areas (mountain flying comes to mind), but even a beginning IFR pilot in training develops awareness that complements what he or she already knows as a proficient beginning VFR pilot. It's kind of like learning a foreign language or (I would imagine) getting a law degree and never practicing. You "get" the framework and can muster up enough to get by where you need a few phrases. Most of us who fly IFR (and aspire to be better all the time) are VMC most of the time. OTOH there are people who fly mostly VFR and are hell-on-wheels in the backcountry, tailwheel, floats, etc. Lots of places to go with aviation. Instruments is useful for almost all of us who travel with any constraints, and fun for most regardless. D

This resonates. Disruption of routine is huge, esp if you have a workflow that defers it to a later fixed point.

@fsuflyer First, congratulations! That's great. Don't let the "what's next" distract you from appreciating and enjoying your new rating. In my experience, keeping currency and building practical experience and exercising aeronautical decision-making is huge. I agree with the recommendation to immediately start on your instrument rating. You don't have to flog yourself through it, but it will focus your flying and lead naturally to all sorts of benefits. Or just go get some burgers for now. From your handle (profile doesn't list location) I'm thinking you're in Florida. So for plane choices a normally-aspirated and non-FIKI plane is reasonable, so an F could be a wonderful choice (I think, I haven't researched the earlier models extensively... someone else will weigh in authoritatively ). There is a professional broker who's pretty helpful here @Parker_Woodruff, and lots of experience in this pathway. Within the last year or so there is a lot of good advice on early choices, instrument rating, etc. Quick thoughts for now... welcome to Mooneyspace! Take your time learning about all the cool options. From what I've seen, there are a lot of flight hours and lots of type experience on this board. D

@Fly Boomer responding quickly for now: Good question. I have a Flitelite (Classic Plus I think) that I have mounted on an older DC 10-13.4, with the AAA pack on the band. I like it, though the battery pack is cumbersome esp. with the lower Mooney headliner. I couldn't get an answer from the company about what adapter to use for the DC One XP (despite previously good communications), so I looked around and ended up going witha Cejay Engineering model. It's still on its way to me, so no reviews yet. As for the flashlights, that's a lot of great suggestions to dig into above! Need to follow those links. I did see a neck light in passing that might be a good adjunct.

Hi All, Looking for a new modern headlamp. Either a simple strap model or something I can headset mount (or both). Have a number of random units for backpacking and around the house. Looking for anything that: -uses common or robust batteries -lightweight -sane modes for aviation (easy low-light toggle, intuitive settings, not cycling through 7 settings including "night-vision preserving low light" next to "10,000 lumen irregular pulsating tactical disorienting strobe"... I exaggerate, but you know what I mean). I currently am awaiting a new lip light for my newer headset and carry a fingerlight (for real dark flights) and an old A2 (for which it seems difficult to get new real 2-stage bulbs). I'm thinking a lightwight good headlamp might replace a lot of these applications from pre-flight to ice to in-flight. Any thoughts appreciated! David

Was there a paper cover in the foot well?

Thank you! Though not initially intuitive, that makes sense. Appreciate the tip.

@exM20K it sounded like you needed to for the switch/pot function. How did you like the unit when it came back? Did it feel notably newer? Would you ever do it just for sticky/futzy switches and knobs?

I have a G1000 in a 2009 plane, and the buttons sometimes stick in subtle ways. E.g. the flip-flop will bounce you back to the original frequency. 2.5amu seems like a lot to green it up as long as everything works. I'd sometimes wondered about using contact cleaner, but it's a pretty important panel, and you break it you fix it... But I have wondered if the actual construction allows a more limited clean-up. @LANCECASPER I take it those knobs are serviceable from the front? (e.g. cracked or lost, just press-fit a new one on?) Overall I guess I should be happy that things still work pretty well (and screens pretty readable) after 15 yrs.