dkkim73

@N201MKTurbo That is a good observation! Subtle on the drawing but makes sense physically. I had some other photos from that day, attached here. I think there is only one discrete plate, as you thought initially. I suppose the bracket might help to conduct flux from the other pole, but it's not quite the right geometry and has "legs". Plus it might be made of something different. @Schllc Do you recall what was the issue with the switch? Was it just a slightly change in position, inertia causing the contact to flicker, etc?

Very delayed, sorry! Here are a couple examples of the kind of stacked stripe scheme I was thinking of... for BMW and TRD (Toyota Racing Division). You could also do a "fade" with similar colors adjacent which might create a sense of motion: ETA: I also looked at your latest rev, very nice! Kind of an autumn/raven kind of color scheme.

Update on this. I got a digital force meter and tested the door. Had to correct for a tilt but it looks like the door opens at <=4lbs, where spec is 4.5-7.5 lbs. I don't see anything mechanically wrong (ie. debris causing a gap or non-contact between the magnet and plate). The door is a flap that in it's fallen position brings a little plate against another plate screwed to a permanent magnet. Has anyone repaired one of these or replaced the magnetic catch? The smallest part (the catch that looks like a cabinet catch) is $376 and 10 week lead time to manufacture. An A&P suggest OPP, rebuilding the magnetic part, if I felt up to it. I figure the most challenging part would be getting a magnet of the right strength to get the opening force right. Photos posted for orientation. The catch is the little "hutch"-like structure screwed to the frame. Would also be open to just getting a surplus assembly but don't see any listed online right now. D

Great question. @Dammit Bill to the OP: Out of curiosity what is your criterion for replacement? Only reason I ask is that I was considering the criteria for replacing mine, and a few mechanics opined it was not likely to be needed. I've had the high pressure light go on a couple times recently, persistently on some flights, but these also correlate (largely or completely) with colder conditions, which is a known behavior.

Skip, What do you think about "dry" lubricants? I'm specifically thinking of a spray PTFE lube with an alcohol base (TW-25B spray, for gun lubrication). I hear you on the effects of any remnant base liquid (oil, etc).

Well then I guess you're not open to solid Deep Carrot Orange (a saw a caravan this way, kind of cool) or solid Kelly Green? The top/bottom colors question things is interesting. I think light on top and dark on bottom improves conspicuity, though your point about glare is important... Maybe a matte finish on the top cowl. I like the scheme overall. Regarding stripes, maybe a fade of adjacent stripe colors? Kind of retro like old BMW...

It might be worth noting that there are seemingly two different Garmin interface paradigms or "feels". The first is the old GNS430/530 and similar (the G1000, which is like the 430 after receiving the Captain America super-serum). The second is the touchscreen big candy button interface (which I've only briefly seen on the GTN650 but feels like it's quite similar as the Aera 760). There might be just two generations, or I think two different development shops in Garmin's history. I think GP echoes more so the 2nd style. Not anything make-or-break, but you'll feel the similarity more if you have the newer Garmin avionics. They're all great. I will say FF is reasonably intuitive though... maybe GP is a bit more so de novo, but it's hard to say.

Thinking about this... Have an annual coming up. I have a small main door leak and it could bear on some intermittent CO levels. For those who've done the install, how tricky is it? (I know you have to keep checking the position) For those who've hired it out, any tips? How important to have some who knows Mooneys specifically.

For those who have participated, was there any verbiage guaranteeing some measure of confidentiality? Yes, clearly they're doing a market assessment, at least using their pilot pool, but also perhaps to broker out stratified risk pools based on fine-grained flight data. Kind of a lead generation thing at least, or providing a single point of access. One might wonder about the data being used against you in terms of quoting at some point. But they could already do that just by using the product unless they've already promised not to.... Or maybe some other business can use ADS-B data to do the same. Probably someone has. It's also always pitched as "since you're a better driver, let us instrument your car..."

I've been pleasantly surprised by heat in the Acclaim. Do you have the "cabin heater modification" already?

I am re-visiting this question (ForeFlight renewal coming up, and trialing a sample Garmin Pilot subscription with Premium upgrade via the bundle noted above). I'm trying to figure out what are the real differentiators since, as people have noted, they both do a lot of the same things. Current sense: Foreflight pros: more developed performance profiles for plane (at higher subscription level) familiarity (a lot of us started there first) somewhat more intuitive W&B and filing (but might just be me) works with Sentry (that's what I bought; now I might get a Stratux instead though I'm happy with it) reported turbulence is a nice feature though don't use it as much as I thought navigation of weather imagery is a bit faster GP pros: less expensive, at least if you get a bundle multi-platform support and sync seem robust (and you can use it on Android!) radial menu is a nice interface feature Connext to other devices customer support seems very good (though I haven't really tried Foreflight's) I'm approaching a decision date, and curious if anyone wanted to share key make/break points. Most of the capabilities are similar, so I'm curious what forced someone one way or the other.

You can find mechanically-equivalent gauge capsules (they are sealed and couple magnetically) at various places, with different scale markings. So you can do what I have done and make a little overlay scale, or just use the needle position and ignore the scale (as others have done).

And, also, there are some people where no physics, engineering, nor medicine are required to answer the question... only what your grandparents taught you: Yes, they need a whack on the head.

To respond more seriously, I think part of it involves "outs" and uncertainty. E.g. engine power loss over areas with flat terrain and predictable ceilings is different from fluctuating TAFs, irregular terrain, extreme cold conditions where ditching even safely could be fatal afterwards, etc. Convection is a big wrench in the works. Anything close to SLD also. I'm just pointing out that winter and icing look different in different contexts. And night itself is manageable if you are fundamentally flying an IFR mindset and have not too much discounted some of the above factors. Calm sunny day VFR with low traffic in flat terrain is a preferable condition set, agreed.

You forgot low-time pilot and dubious social skills

I'd never heard of this but it feels like there's a There there. There are little mineral solids in your vestibular system that sense linear and angular acceleration (otoliths). Some clinical maneuvers to treat spurious sensations involve repositioning these (Dix-Hallpike maneuver for benign paroxysmal position vertigo). So it wouldn't completely surprise me if a whack on the head wasn't salutary. Aside: I think Fourier analysis explains why whacking machinery is good... a spike impulse is a superposition of multiple frequencies, thus empirically exciting resonances of multiple unknown mechanisms. @EricJ please critique my theory D

That is an interesting PIREP. I've experienced all the simple usual visual and vestibular illusions. I have not, in truth, ever really got the spins badly or suffered true incapaciting spatial disorientation, even as non-pilot crew. Mild spatial D, yes, but there are solid anecdotes of experienced flyers becoming basically useless (not that common). Anyhow, the worst psycho perceptual disorientation I ever had was driving on snowy/icy roads in a heavy snowstorm on a mountain pass in WA. I literally lost all sense of relative motion with the blindness of the flakes coming in from infinity. I actually told myself this is analogous to aviation, hold straight, gently let off the gas and let the speed bleed off. I had to slow way down and close my eyes to "cage" my sense of what was moving. In some of these situations airborne, it seems better to just transition inside and fly gauges. D

You're certainly correct, and the points you make are not to be taken lightly. But what do you do if you live in the mountains, travel during winter, and work during the day? I would respectfully suggest that there are no absolutes with respect to these factors, just elements of a composite risk calculation. Remote areas with mountains and known flats (even if remote) are different from places with no flat areas anywhere vaguely within glide. D

Check out BAS parts, they tend to have switches.

That was a fine controller in that initial scenario. People like that make aviation great. Sounds like maybe a pilot also. I always used to like night VFR because it was so calm and kind of like IFR light. But I started instrument work early so the nav was welcome. There are mostly definitely pitfalls and "marginal VFR" at night is like a shark in the deep as A64 implied with his comments.

That is exactly the analysis I ended up using. Went with 0.5% anhydrous(ish) IPA. I think that was your ratio? @carusoam Warm clothes, yes. I was a bit of a nerd about it. I wore an underlayer and boots fleece and core survival stuff in a vest (thanks @Rick Junkin) in case I had to ditch quickly. Had an A bag with the rest of it in the back seat. The Acclaim does have a heater muff on the hot-side crossover pipe, and also a feed from sonic nozzles on the high pressure side. It actually all worked pretty well. I did both hangar storage (heated) and Reiff XP overnight. Taped oil cooler as above. Do you know where I can get that oil cooler blocking panel (that fits in the shelf)? Thx D

Thanks! The "Bandit" scheme is pretty nice, a bit understated, too. It's even better when the plane is clean! (which occurs, occasionally...)

Thank you for that anecdote. I've had a lot of people say "you don't need that" locally (at least if I sump religiously, which I do, and include the gascolator in the winter), and the board is skeptical due to sealant issues. But then again we read about these weird fuel icing issues. I would probably be more worried coming North from FL due to the change. D

In this plane, just over 1 hr (at FL210, in fact). I'm usually in the high teens, 17K is often a sweet spot for my route, sometimes FL190. Why do you ask? I would think accretion rates would be even lower when it's colder. Most of the icing in my current flight regime is found in layers in the high 1000's or low teens, or in light precip returns. D

^this I've only worked with Mr. Kendrick remotely; he has been very helpful and knowledgeable. At some point I would like to get him the airplane (logistics a bit off this year to do the annual down there, and was at MFSC last year) as some things really would benefit from a Mooney-knowledgeable test-pilot. E.g. subtle mixture and fuel bugs, flight characteristics, etc. Most shops won't have a guy who will check the boxes (as a pilot) for your insurance company and know Mooneys well. D