Ned Gravel

Yves: I am interested. I took it two years ago but had to cancel my Oshkosh trip because of business. Dave was willing to check me out in Madison, but I would rather take something a bit more formal. Let me know if you get someone. I am sure Sue will be interested too. Sent from my iPad

+1

I am still in the "those that will" column of that balance sheet. My wife and I have practiced emergency procedures on long cross country's and even she knows that, whatever the bad thing, the airplane belongs to the insurance company from that moment on. Saving bits of the airplane is a laudable idea, but not as important as other things (people). Just my .02. Sent from my iPad

Yes. To all four questions. Sent from my iPad

+ 1 Sent from my iPad

Mine is the Sky-Tec 149-NL too. Had it for four years. Love it.

I need a new cable because the one I have is broken at the flap release switch itself. Apparently this cable is high carbon spring steel 0.062" in diamater (almost like a thicker piano wire). I think we have finally sourced some and we will keep the same sleeve (it is still good).

It is probably the Narco radios. Electromagnetically, they are known as dirty radios. I had to change a new Garmin 340 audio panel for a PS 8000 one because it is better shielded against the junk coming out of both my 810 and my Mk 12D. Good luck.

In annual at the moment and I need a replacement for the W-37-2 cable used to actuate the flap pump on my E model. Any ideas on sources from our group?

Quick question to all you Foreflight users. Anyone know how to disable the HUD in the Plates view? Mine seems to cover the bottom of the approach plate in both orientations. I called Foreflight and left a message and I left the e-mail, but I am flying to the US tomorrow and I would like to have this resolved well before wheels up. Edit: Got it!! Tap anywhere on the plate and the HUD disappears. Tap anywhere on the plate to bring it back. Foreflight provided the e-mail.

I understand the arguments for and against, but my experience doing 35 mins of taxiing on the ground at a busy airport and departing into overcast did it for me. Not enough supply from the generator at those RPMs and about a minute into the soup I noticed the generator beaker had popped. Shut down less-essentials and reset. 10 mins to get it stabilized - all in IMC. Fortunately it was a very warm day. Else the need for pitot heat would have had me declare and return. Never again. Now I have the Plane Power conversion. Sent from my iPad

Does it replace the primary gauges, do you know?

As well if you want an MSC to look at it, there are two Canadian shops on the factory list in Canada. If you are in Central Canada, I would strongly recommend Clarence and Tri City Aero in Waterloo.

+1

Uh oh. The chicken biscuit place is in trouble now!

Thanks Hank. I wondered if the southeast side GA ramp was the prefered spot. Sent from my iPad

I have already sent a PM to Cruiser who lives there, but I wonder if any of our group here can provide me with their suggestions on which airport to use to get into and out of Columbus, OH for the period 17-20 March. I will be staying and working in Easton during my stay and Port Columbus (KCMH) is only 4 miles away.

I have an Icom A6. Charger plugged in on my credenza at home. In my second year of ownership, I took out the marker beacon receiver and antenna and replaced it with a Commant bent whip (Clarence calls it an "eye poker") under the belly and ran the coax to above my panel. In the event it is needed, my handheld can use that external antenna to extend its range considerably. The headphone connector is always plugged into the handheld. When my batteries started showing an inability to retain their charge, I bought the BP211 Li-ion batteries and the charger that goes with it. I also have two packs that use 6 AA batteries. These last are a real pain, but they will each last about an hour with good batteries in them. My flight bag has the radio and the two battery packs in it. Why all the redundancy? I lost all electrics twice within one year of buying the aircraft and although I now have the Plane Power conversion and the Zeftronics ACU, I remember the feeling of it all going dark and no radios. So, never again.

I just voted and my minima are slightly more conservative than the majority of our gang here. That makes me feel good. Keeping current is a problem, when I am in Asia for four months out of 12. Not hard to keep up with 6/6/6 but I normally need to do more than that to be comfortable. I will normally only fly IFR when I an in North America. I don't mind the soup, but I am dead scared of CBs and icing. They can cause me to not fly when all else is OK. In-cockpit weather is looming big in my future but only as an aid to the strategic decision - not the tactical one. No dodging buildups for me. I have done 200' and 1/2 mile, but I will only plan for such an approach if the winds are calm and the runway is really long (6000' or more). Otherwise, I want at least 400' and 1/2 mile. My time in the Redbird in prep for my last ticket ride showed me that a VOR approach in gusty conditions can have me off the centreline by 400' or more by the time I break out. I know, I know, it was a non-precision approach with an 800' minimum, but still.... As for departures, I want RVR 2600 or better (1/2 mile) for all IFR departures. If I cannot turn my Mooney around and safely conduct an approach to mimima, I am not departing from that field that day. If I had more time to burn holes in the sky these days, I might modify that, but for now....

That is a good example of why having the prop control all the way forward on approaches (like near the FAF) can sometimes act like a speedbrake.

Mine is no longer independent of the master switch - if it was before. It was completely disconnected till last year when I pulled the overhead plastic, put in new soundproofing, and reconnected a new cabin speaker. Sent from my iPad

Not keen on the "meticulous" question. I get a wx briefing before every flight and make use of a checklist, but I do not agree that every rule is law. Some rules do not pass the sniff test (like taking off the tie down rings before every flight or shock cooling or no LOP ops). The second option, about skipping things, is a recipe for disaster (like forgetting to dip the tanks during the walkaround). Not on my watch. The third one sums it up best for me. But somehow "being careful" is tantamount to skipping some things and not getting a wx briefing every time I fly. Maybe it's just me.....

I remember some advice that Don Kaye once gave another Mooney bulletin board group (or it was perhaps on the MAPA site) and I have put it into my approach checklist. ______________________________________MPH_____KTS Over Threshold (1.3 x VSO) 75 65 Add 5 mph for each 10kt X-wind Subtract 5 mph for each 300 lb under MTOW I normally approach full flaps with no crosswind. I normally use T/O flaps (2 pumps = 10 degrees) up to 10 knots crosswind component and I do not use flaps on any approach with more than 10 knots crosswind component.

Yves: Halos for me too. Sent from my iPad

Uh...gainfully retired????