Ned Gravel

I thought it wanted only iPhone 6 and iPad (beyond my mini), but it works on both my iPad and my iPhone 4S.

Ouch!! While there is no replacement for displacement, there is a cost.

I had a local guy do an oil change for me and I bought a case of 20W50 XC and it cost me $102.00 Cdn (about $96.00 USD). About $8.50 Cdn per quart.

I think I would keep mine, but turn it into a "SUPER" Super 21. Same engine, but with a turbo normalizer. More capability in the panel [upgraded STEC A/P, SL-30, IFR GPS, JPI 900 or MVP 50, HSI and an MFD (for weather and EVS 100)]. Really good interior, folding back seats, dual brakes, adjustable front seats, plumbed in Oxygen for flying in the "tweens." Good paint job. Hanger. Some speed mods. Top Prop. I am comfortable to fly it up to four hours - so maybe increasing the fuel capacity a little - in case that four hours is into a strong headwind. I like the way mine flies. I trust it. I know exactly where the edges of its envelope are. Even Clarence misses his Mooney when he flies mine.

Mine is the full works 128Gb model with cellular capability. It is a tool for work and I no longer use paper for audits, assessments, or international peer body evaluations. I will probably not buy a tablet for at least 4 years because it will take that long to create something I may need beyond this one. While I am away from home (too much these days) it is my Skype platform to help keep the home fires burning. (Hey! Way better than military deployments where we looked forward to a letter every two weeks or a 10 minute phone call every week - and I was Signal Corps!!) For my flight needs it contains my Foreflight (combined US and Cdn subscription with geo referenced plates), my electronic E-6B, my weather tools, and my Stratus 2 connectivity for in-cockpit weather (although the ADS-B sourcing is not as good as XM weather) as well as all the manuals for my aircraft and installed equipments. It even has my checklist, but I prefer to use a paper copy for that - it can be handed to the right seat person and we do it together. In the cockpit, I gave up the kneeboard option of my original iPad (AVPAD) and mounted it on the yolk. I pulled the BK AV8OR off the glare shield and I now have the approach plates up higher on the yolk, instead of on my knee. This solution combines my situational awareness tool (AV8OR) and my flight planning tool (iPad w/Foreflight) so that I am not reaching to change the settings on two instruments when in IMC. The only thing it hides are the three switches closest to the yolk.......Bcn Light, Nav Lights, Ldg Light and I am used to checking those by feel anyway. I now have only one cable going into the cigar lighter USB connector on the panel (the Stratus is not connected because I keep it recharged at home). The yolk mount is the RAM one in the picture below that I bought at Oshkosh this year. On a side note, I still use the AV8OR as a land GPS.

+1 for the Sirs. My whiskey compass would not stop vibrating and I had the prop dynamically balanced to less than 0.02. Clarence's guys told me the verical card just would not swing properly during an annual so I asked him to put in a Sirs compass. Same installation as Big Tex. Works great.

+1 Going back next year too. "Flanders". J3 Sent from my iPad

I use the RAM mount too. I got it from Sporty's at Airventure this year. Then I bought the iPad to go with it in September.

John Wayne? Me? Who knew?

I have one flightbag, the first two having been passed on to others. No need to mention the one I have now - but it is very "bright" compared to its competition As for the headset (and I have four for our E model) it is a Halo and I will not ever search for another type to replace it. I know, I know - not ANR, but PNR is good enough for me and these really do a good job. Just my 0.02.

+1

5:22 pm New York time (11:22 pm Paris time) on 21 May 1927. Flanders Sent from my iPad

Yup. Work for myself. Get to practice servant leadership without the moronic influence caused by fear and self-loathing. But that is just me.

Heard about it on the news tonight. Apparently a disgruntled contact employee set a small fire in the basement of a building at O'Hare that shut down ATC for some time. Cancellations ruled. Sent from my iPad

I really liked the way this article touched on all of the factors that lead to the decision-making scenario of the whole affair. Non-judgemental. Full of verifiable fact. I am doing my IFR re-ride on Friday. My take away? Don't rely on the STEC 50 to do the holds. From practice recently, I have watched myself lose or gain 50 feet while hand flying the turns under the hood. And when wind is in the game, increasing or decreasing the turn rate is sloppy. Today I will improve both of those aspects in the four hours I have set aside for prep time.

Hey! He's got a Mooney to care for.

I posted a response similar to this in the other forum dealing with this topic. I am posting it here because someone has asked why I would do "touch and goes." The answer is: I want to practice the FAF to flare as often as is necessary for me to keep that part of the flight regime within muscle memory. I fly an E with the manual gear, flaps, and trim and have 6000' of 150' wide runway available within 3 minutes of rotation from my own airport. Full flaps (4 pumps of the flap handle) landings need 6 seconds on the runway after touchdown to retract to T/O flaps and three downstrokes on the trim wheel to take out the trim dialled in for all those flaps. This 6 seconds of runway time at 55 mph is about 500 feet of runway (give or take). 3 pumps of the flap handle (30 degrees of flaps) use 2 seconds (and 200 feet) less (including one less downstroke on the trim wheel) and I need no trim adjustments at all if the aircraft is already trimmed for the approach using T/O flaps. When doing instrument approaches, the default is ALWAYS with T/O flaps unless I break out of the clag real early to do an almost entirely visual approach. However, while we do not do "touch and goes" when we are training the Mooney Caravan procedures, that is one instance where we do not use flaps for either T/O or landing. I like doing touch-and-goes in my Mooney. It is a very simply-configured aircraft and allows for touch and go evolutions under these conditions. I have a runway long enough to remove the problem of trimming for TOGA in visual approaches and the aircraft is already set for TOGA in instrument approaches. Just my 0.02.

Cool video Buzz: "Buzz" is Phil's Caravan call-sign and he was Element Lead of Kilo Element for the 2014 Caravan. This is a big video file though and it takes a little time to download here in Myanmar. I too am looking at one of the options for an AOA in my E model next year as well.

I am going to go against the apparent collective wisdom here, but for a number of reasons. First I fly an E with the manual gear, flaps, and trim. Second, I have a neighbouring airfield (CYND-Gatineau is Yves' home drome) that is 3 minutes from my home drome and it has 6000' of 150' wide runway. Third, I have practiced the process until it is part of my own muscle memory. If I am landing with full flaps (and the decision to do so is made well before arrival at the IAF or into the circuit) then I will need 3 seconds after touchdown to retract to T/O flaps and three downstrokes on the trim wheel to take out the trim dialled in for all those flaps. 6 seconds after firmly being on the runway, and I am reconfigured for T/O. This 6 seconds of runway time at 55 mph (corrected from Hank's input below) is about 500 feet of runway (give or take). I use 200 feet less (2 seconds less including one less downstroke on the trim wheel) for three pumps of flaps (30 degrees) and I use nothing at all if the aircraft is already trimmed for the approach using T/O flaps. When doing instrument approaches, the default is ALWAYS with T/O flaps unless I break out of the clag real early to do an almost entirely visual approach. Note that we do not do touch-and-goes when we are training for Mooney Caravan procedures even though we do not use flaps for those evolutions. I like doing touch-and-goes in my Mooney at Gatineau. I have a runway long enough to remove the problem of trimming for TOGA in visual approaches and the aircraft is already set for TOGA in instrument approaches. Flame suit on. Fire away.

Amelia: Just to provide you with two countering data points, I know Yves weighs everything himself before the North 40 sojourn and for both years that I camped there, I did too. Closest either of us came was 20 lbs under gross.

Thanks Paula. I will probably replace the current Alpha set with the more appropriate one.

Paula: I have the older clip style that was installed after market for my M20E. Are you saying that you can send me the short straps with the push button fittings to replace the ones I have now? What would the price be?

I have the Alpha fixed shoulder harnesses and getting to the fuel selector is very easy. Fixed harness has a black "loosen" strap. 1. Fuel pump on 2. Confirm fuel flow on the gauge 3. Loosen the strap 4. Reach for the fuel selector 5. Confirm its orientation is as expected 6. Change the orientation making sure not to stop at "stop" 7. Confirm fuel flow on the gauge (while you are down there - in case you have to quickly switch back) 8. Tighten the shoulder harness 9. Fuel pump off

Ah yes. Panky at work (rest?) in the hanger. Looks good Brian.

Why not try Nulites? See http://www.nulite.net/nulite_website_002.htm. Usual disclaimer. Not associated with..... bla, bla, bla. Just a user - but a satisfied one.