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  1. PDC is not CPDLC CPDLC is great for oceanic flights where the alternative is HF going through airinc. I dont think its necessary for GA flights where you are in VHF comms.
  2. About your dad's vaccine reaction - this is 2nd hand from a buddy of mine in his late 60s/early 70s: He volunteered to be on the astra zenica vaccine trial. He got the shots. Minimal side effects. But he suspected it was not the placebo. Later he was un-blinded, and they confirmed he was given the real vaccine.. Now for whatever reason, he decided to go get one of the other vaccines (pfizer or moderna). Shot #1: Significant reaction. In bed with fever/chills for multiple days. It sounds to me (pilot, not doctor) like the immune system in your dad is working well, as it is in my
  3. Nice! Did you request it or was it just given? I did once in a turboprop Beech going into Show Low. I think the ultimate ultimate clearance is "cruise through" for a short stop. Never managed to score that one.
  4. The airplane -- structurally -- doesn't know its attitude. It knows angle of attack, airspeed, load factor. So with that in mind you can do things without hurting an airplane that is defined as aerobatic by the FAR. Tex Johnson demonstrated this famously in the 707 back in the day. I would have serious reservations about whether a mooney could do a vertical maneuver (loop/split s/cuban) without damaging it. But consider the consequences. A small screw up can easily put the airplane into a state where the AoA, airspeed, load factor, are easily exceeded. We fly slick airplanes. It will
  5. I can't help but just wanted to chime in to jump on and say the FAA sucks and is wrong with this one (when they changed how slow slow flight should be). Done the right way, stall horn blaring, an occasional buffet, right on the edge, the induced drag is sufficient to avoid the red RPM arc. And I agree about the 99 knots thing. I mean a vintage mooney cruises in the yellow if you want to. What is "slow". Sorry. Ranting!
  6. Can't help you on the proper lengths (but sometimes the parts catalog offers a clue). If its qty 2 of the same part.... they should be equal length. What I can tell you is that people do screw it up replacing parts. I just changed my hoses between engine and oil cooler. It was a good thing I went with the numbers in the parts catalog and what precision hose had on file... the prior (replaced) hoses had one that was 3" off, and the installer routed it strangely to accomodate, creating rub and wear and other issues.
  7. I used pick to remove the sealant that fills the little channel between wing skin and top of access panel. Then a putty knife. Its not that hard to remove. But I say that after having done it a few times. Go slow. Patience is a virtue. The panel under the wing walk is a lot more difficult due to fuel tank sealant holding it in (Because it is stepped on) vs access panel sealant. The cleaning and prep work to re-install the panel properly is substantial. It is easy to have the knife go too far and nick some sealant in the tank, past the edge of the panel. be careful of that.
  8. Ok interesting thanks. Late last year both my governor and oil hoses started leaking, and those were creating a big mess like you describe. The sump gasket - FOR NOW - makes enough to have some oil on the bottom of the sump after 2-4 hours flying, without much of that beginning to drip down to the bottom of the cowl. It sounds like its a lot less than you are dealing with. Of course it won't get better...
  9. Vance - my engine has 17 yrs/almost 1800 hours. Same situation, bottom end good, cylinders look good, but soft seals giving out. This year I've chased down a bunch of oil leaks. But I've got one pesky leak in the same area (sump gasket). Have already done: Rocker covers done a long time ago, induction, oil drainback, prop governor OH recently, oil hoses to the cooler.... We haven't touched the oil pan yet. That seems like the last one. Just curious, have you tried anything? Re-torquing, exterior sealants (I'm assuming nothing along that gasket is pressurized)??
  10. OK with me, but to be fair, gotta call that 1918 pandemic the Kansas flu. ... As for me: Sign me up for the shot! But at age 40, it will be a while. "Essential" (transportation) job.... sounds like that stuff may be brushed aside in favor of going by age, which is probably better.
  11. Have your buddy make sure the tapes are pulled/saved. Based on the information provided, the controller screwed up. Now if the clearance was, say, cleared xyz approach runway 9, circle runway 18, that would be different....
  12. I can think of one airline captain I've worked with who was an IA, and further had a side-hustle doing pitot-static inspections. As for me.... ATP, no A&P, no IA - but looking down the road, I am thinking building an RV is likely. Enough has been done to the 'vintage' Mooney to make me comfortable taking that step, and it would be a multi-year project but would end with a new airframe and the ability to legally sign for my own work, not to mention the better / lower cost avionics.
  13. Welcome! M20E was my first airplane. Still have it, 13+ years later. Old machines and not getting any younger. They are a lot of fun, but time consuming. gsxr.... I respectfully disagree about the Arrow in one key aspect: Altitude performance. The normally aspirated arrow is an absolute dog at any significant density altitude. Our Mooneys have wonderful wings for flying high...
  14. They're in the QRH under "unreliable airspeed indication"... and a good training program will go through scenarios that have you use that and practice, as well as giving some easy pitch/power/altitude #s to use as a starting point. I am newer to the bus and did not touch it until well after AF went into the drink, so I cannot comment on how the manuals were prior to that incident... but it is there now.
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