autopatch

We're thinking Friday or Saturday. We'll definitely call you.

It's the top option. Getting a quote from the fence copy as a backup plan. I'll give you a call. Thanks.

I was told that the FAA did not find any water in their testing. I also didn't find any during preflight. Theoretically if there was any, it could have been dislodged in the climb. Just no idea right now until we get the cowling off.

You get major points for that idea. Nice job.

I remember seeing what I recall to be a black and white Mooney sitting on the ramp on Sunday. Our friend's Cessna was parked next to it. I also drove around it while measuring fence gates. That's so funny, small world. Do you remember anyone in a ball cap and an Oshkosh fleece running around with a tape measure? Or a red haired chick running around with our good friend (an older dude) in the Cessna?

Thank you, I appreciate that. The insurance company is so far on-board and I'm trying to be a good steward with their goodwill and to also make sure we don't damage the plane getting back to solid ground. While I anticipate that everything will be covered and go smoothly, I'm not holding my breath until the chocks are in and the expenses are reimbursed. Knock on wood, everything has gone positively and smoothly up to this point.

This is moving from my wish list to my purchase list (after I figure out how many AMUs it is going to cost to unzip the fence.)

Your post is right on point. We did a thorough pre-flight (which I do normally out of habit) but this time it was extra thorough because I was taking the time to teach my non-pilot partner about pre-flights and checklists. We were also comparing a variety of checklists against the POH to settle on our own style that she would be comfortable with using in a "Right Seat Ready" fashion. We started on the "less full" tank and warmed up the engine, taxied to the end of the runway and did the run-up on the fullest (takeoff) tank. At no point was there any indication of a problem. We waited an additional ten minutes idling on the takeoff tank waiting for traffic performing touch and goes to clear the area. Everything green, entered the runway, lights-camera-action, normal takeoff and climb out and then an uncommanded audible reduction in power at 220' with no other symptoms. Instinctively pushed when I heard the power change, verified boost pump, mixture, throttle, prop. There was a open field to my left so made shallow turn and treated it as a flaps up landing. All in all, really pretty uneventful, all things considered. We're still working with the City on an acceptable way to get it back across the fence. The airport is a City owned airport whose largest tenant is the Ohio Air National Guard who used to have an active training facility in the early 2010's. The fence is an 18' high military grade fence, and the nearest gate is only 23' 6" wide. They're willing to let me unzip the fence if I hire a fence company to perform the work onsite while we move the plane so that the open space is never left unattended. I'm not going to speculate any further on the power reduction until we get it inside a hangar and I have my local Mooney qualified A&P look at it. I appreciate your patience while we move through this methodically. Any ideas appreciated!

Thanks, I appreciate it. The State Troopers did in fact ask me if I had filed a flight plan, but they only asked because it was a tick box on their "Standard Incident Form". They were very pleasant and helpful, especially since nothing was bent and nobody was hurt. It was so low key that they used it as OJT for one of the younger troopers, for which I was extremely happy to participate in that outreach opportunity.

That post is "friends" only, so just send me a friend request. Thank you!

You'll have to send me a friend request. I'm not posting about it in "open" public forums until we get it back inside the airport fence and torn apart. PM me here a way to find you, and I'll send you the FR if you like.

Sooooooo .... I see that you all have heard about my corn field adventure. I haven't had a chance to catch up here on the prior three pages, so give me a little while to catch up. I suppose I should have come here first, but I believe that most of you are already friends on Facebook and it was easier to hold the conversation in one place instead of two (or more). Give me a little bit of time to read the thread and I'll try to get everyone's questions and comments answered. Thank you, I really appreciate the support.

Does anyone have experience with Commander Aero near Dayton, OH for work on an existing Century 2000 installation? If the NSD 360 has failed the I'd likely consider the G5/GAD29B with my 430W as a replacement option.

I can't imagine the work it takes to keep that polished. Good grief, good job.

I am currently VFR only, I do have ADS-B weather in the cockpit with Stratus/ForeFlight, and yes, I can certainly turn around. The 15 minute delay on the cockpit weather helps avoid but certainly can't be used tactically. On the other hand, I'm actively working on my IFR; I want to become more weather savvy around decision making and make sure I'm looking at the right products; I see these types of trip requests becoming commonplace over the next year or two. What I'm gleaning so far is that there isn't any magic around long term planning, just more learning to do. I'll definitely study up on SkewT. Thanks. Chris

They "know" who the Russians are. They don't "know" who we are. It's all in who you know and if you're in the "cleared" crowd or not. Instead of solving the problem of verification, the solution instead is to just drop a blanket.

Late yesterday afternoon, I was told that I need to be in Baton Rouge on Tuesday, so I am taking this as an learning opportunity and exercise which gave me five days to plan. I've blocked off Sunday afternoon and all day Monday to make the four and a half hour trip. Last night, looking at the Day 4 and Day 5 Surface Prog charts, there is a high/low boundary that extends from the Oklahoma panhandle to the VA/NC border and that line continues to march steadily south in the subsequent days. Looking again this morning, not much has changed. The last available product to show both prog and forecast combined is the 60 hour which shows chance of rain from Maine to Arizona encompassing the entire SE to the Florida Keys. Since I don't find kind of "blanket" forecast all that helpful in making this decision, I'm looking to this group and more experienced folks for help to figure out what I'm not seeing that I should be seeing. Given the weather products available now, planning for a potential 8/14 from Dayton (DAY) to Baton Rouge (BTR) on VFR, what would be your thought process and what products would you be looking at and why. I'm also aware from the Weather Channel about Invest 99L which right now has a 10% chance of turning into a hurricane later next week. Thanks in advance for your feedback.

I see that it's a 7,000' turf runway which is lots of room; are there any special notes to landing at Triple Tree? Remove the inner gear doors?

We'll be in Charleston from the 18th forward and have a rental car. I'll DM you my contact information.

Well, that explains that. The previous owner must have just replaced the one side. I'll just get one more Whelen then. Thanks.

#1 -- I use LPS3 and would be interested in hearing more. #2 -- my strobe ballasts are mismatched and fire at different rates so I'm following responses to this too. #4 -- I installed a flight Hobbs which only starts running with the pitot pressure rises above a certain level. The FAR says "flight hours" not ground hours, so yes this is true.

Just another update. Spoke with Mooney International, and they did some research. I understand they will be re-publishing POH 1220G because they found a mistake in the art master for this page in the archives. Stay tuned!

I have heard of folks who have plugged the hole in the cowling with an additional LED taxi light after removing the ram air. The primary benefit for removal is eliminating maintenance created by something that doesn't improve performance. Doing the Service Bulletin also allowed me to reclaim some panel space by deleting the Ram Air warning light as well as the pull handle.

The instruments just report against the specs outlined by the manufacturer of the aircraft within the TC and POH. When setting up your JPI, the shop will refer to your POH when configuring the bottom and top of the various limits. Today it's programming when it used to be done with a paintbrush or silkscreen. Mine got it's certificate 12/30/76 and had the vacuum gage installed at the factory. From the above it sounds like Mooney removed the gauge in favor of a warning light from 1978 forward but my airframe never got retrofitted. Mystery solved. I'm going to keep the original page instead of the new one.

Well, that would make sense as an explanation. It would also lead me to believe that for the 77 year I should retain the 9/76 page 2-9. Thank you for that bit of information. The challenge is that the backing page 2-10 was revised with the updated placard indicating the 150 MPH gear extension speed. I'll have to check to see if there is a Service Bulletin about replacing my gauge with the light and reclaim the panel space.