Bennett

I've run through this several times now on MS. You can find photos and discussions in the MS archives. These lights, all LEDs, were done via 337 forms. In response to PMs I have sent out about a dozen copies of my 337 forms. Only one person followed up to me, and that person said their local FISDO would not approve a similar installation. Sent from my iPhone using Tapatalk

In haze or poor weather I keep my LoPresi Boom HID landing light on for the entire flight. The wingtip LED "recognition/landing lights" are set to alternate 2-3 second intervals, and the LED strobes are always on as well. I want to be seen from as far away as possible. My former 161 conversion had two landing lights in the nosvbowl, and two landing/taxi lights in each wing. Plus recognition and strobe lights. Overkill, perhaps, but tower personnel almost always remarked that they could see me a long way off. Sent from my iPhone using Tapatalk

I generally run ROP, unless I am making a longer flight and I want to avoid a fuel stop. My J has the LoPresti cowl, Power Flow exhaust system, Hartzell two blade Top Prop, a one piece belly pan, and just about all the usual speed mods and fairings. In the 7500' - 9000' area I usually run 2550 RPM, and a fuel flow of 12.2 GPH, ram air open, cowl flaps closed, and I normally see TAS around 160 Knots. I have too many antennas and the step to push her much faster. I keep the airplane highly polished, but my 1983 J is far slower than my 261 conversion. To be fair, I always flew the 261 in the high teens and the low flight levels. I burned more fuel, and down low around the J "comfort" altitudes, the 261 wasn't much faster, while burning more fuel. There was a time in my life where long distance flying at high altitudes made sense for me, but these days where most of my flights are a couple of hours at most, the J has proven to be a perfect airplane for me. By the way, if I fly LOP (not often) I burn about 8.6 GPH, 2550 RPM, and see speeds around 152-154 Knots TAS. Sent from my iPhone using Tapatalk

Fantastic aircraft. I'm actually envious. Great job (and patience) building her. Sent from my iPhone using Tapatalk

Yes I have been using the free version. Personally I don't like Tapatalk. I think I will just use Chrome as a browser. Sent from my iPhone using Tapatalk

For information: I use Tapatalk and and iPhone 7 Plus. Sent from my iPhone using Tapatalk

I am getting so many ads I am ready to give up on Mooneyspace. I contribute every year. Adblock doesn't stop the damn obnoxious ads. Sent from my iPhone using Tapatalk

I have one of these "universal" plugs with the lugs for jumper cables. I carry it in my airplane just in case I do something stupid like leaving the master switch on, or the overhead lights. Then anyone with automotive jumper cables can provide starting power. Be careful of the small door that covers the receptacle. An FBO once bent the door (oxygen fill with an almost identical door) and it would never close flush again. Sent from my iPhone using Tapatalk

The most salient circumstance was one that occurred shortly after I had ABS-B (GDL-88, and the GTNS, remote transponder, etc.,) installed. In fact I was returning to San Carlos from the avionics shop in Scottsdale that did the installation and new panel. Beautiful clear VFR weather so I opted for Flight Following. I was playing with the TIS-B traffic display north of Palmdale when I noticed an aircraft at my altitude on the exact opposite heading. I changed scale on the GTN 650 display to 6 miles, and then 2 miles, and the other aircraft was still at my altitude 8,500', but he should have been at 7,500' or 9,500' based on the hemispheric rule. I expected ATC to point out the traffic (very light ATC radio work), but they didn't call the traffic. At the one mile range the the other aircraft had me boresighted, and so I dove down 500' and watched a RV go overhead right where I would have been. I had my super bright landing light on (LoPresti Boom light), and my LED strobes, and wingtip landing lights on; alternating, but apparently the RV pilot didn't ever see me. I called ATC, and they told me they didn't see any other aircraft near me. Maybe he didn't have his transponder on, and the skin paint radar didn't register. No matter what, he was shown on TIS-B. Anyway I am a great enthusiast for TIS-B, and ADS-B in general. Since then, and because of TIS-B , I now "see" far more traffic than I thought was out there. Once I see the target on the screen it is far easier to spot another aircraft visually. With my current setup, both GTNs show TRAFFIC ALERT on their screens that are impossible to ignore. Sent from my iPhone using Tapatalk

There are quite a few independent local shops that will replace Mini 4 screens for about $100 (plus sales tax). The shop that did mine resulted in an indistinguishable screen from new. Sent from my iPhone using Tapatalk

I use a (water resistant) Otter Box for my backup iPhone, and its a really nice unit. I transport my Mini in a neoprene case, but I too managed to have it slide off the passenger seat, onto the wing walk, and then to the hangar floor. The screen cracked, and it cost me about $100 to have it replaced (not by Apple). Learned my lesson. When it is not in the Ram yoke mount, it is in the neoprene case. Being clumsy, I have dropped the Mini4 while in the neoprene case more than once, and never had any damage. This neoprene case is envelope style, with a top zipper closure. The manufacturer makes them for Minis and iPads . Sent from my iPhone using Tapatalk

The Flightstream 210 is a great addition to my panel. The GTNs and ForeFlight (mini 4, portrait) all are linked. And traffic and weather ADS- are available on all three units. I like that ForeFlight asks if you want to couple the units when you set up a Direct To on the GTN 750. For what it is worth, I have an AERA 796 in an AirGizmo panel mount that while coupling flight plans, displays XM weather rather than FIS-B weather. I just find advantages in maintaining an XM subscription. Sent from my iPhone using Tapatalk

I agree. We have asked for one for many years. Sent from my iPhone using Tapatalk

Typical departure clearance at KSQL: " Mooney XXXXXX After takeoff maintain runway heading, within 2 miles from the airport turn right to a heading of 120 degrees, climb and maintain 2000' until crossing the Oakland 165 radial, then climb to xxxx feet, expect yyyy feet 5 minutes after departure, squawk zxxx, departure frequency: 135.65 Sent from my iPhone using Tapatalk

I just noticed I made a typo in posting my cell number. I have corrected it. There is taxi /limo service at the airport, and with prior arrangement Hertz will bring out a car. Cal Train to San Francisco is an easy walk. All in all, good facilities (including repair at the San Carlos Flight Center) here. Sent from my iPhone using Tapatalk

I put my JPI 830 just to the right of the GTNs. The 900 wasn't available then, and 900 is about 3/4" larger than the 840. Too bad, as I was considering a swap. Sent from my iPhone using Tapatalk

I'm based at KSQL. If you call me at 415-987-4425 I would be glad to discuss the pluses and minuses relative to San Carlos, Palo Alto, and Oakland. All would work for you. Sent from my iPhone using Tapatalk

I am familiar with the Fasnet race debacle. The Pacific Coastal waters off California, Oregon, Washington waters are cold, and often have high wave actions. When we race sailboats up and down these coasts we carry the inflatable floors, double tube, canopied life rafts, but for flying I have always carried the simpler, lighter, rafts-especially flying in the Caribbean, or near Baja. Far better than just life jackets. I also carry a floatable survival bag with dye markers, strobe lights, radios (marine and aviation), 406 MzH /GPS beacon, and more. The aircraft (Mooney) and racing/cruising sailboat situations are different, and weight and size are more constraining in aircraft Sent from my iPhone using Tapatalk

I was lucky enough to get a hour long "cockpit checkout" in an A - 10 with an AF pilot. Incredible experience. I have no idea how long it takes to learn the functions of all the buttons and knobs on the stick, and the central instruments. In another life I sat in a concrete blockhouse between two Gatling guns, and I can't imagine what it would like flying an A - 10 while firing that same type of Gatling gun. Sent from my iPhone using Tapatalk

I agree that life rafts (with water ballast units, survival kits, and canopies) are heavy, even when valise packed), but aviation life rafts are generally single tubed, and without inflatable floors. For two persons, a four person "survival" life raft, with canopy, can be under 25 pounds, and that is worthwhile. The two person variant is about 16 pounds, and would be far less "comfortable" for two persons.

Life rafts rated by number of persons is a joke. Try putting 4 FAA adults into a "4 person" life raft. There simply isn't enough floor space for the rated number of humans for any reasonable length of time. Far better than just life jackets, but when we sail offshore we (my boat, and the boats I sail in) carry higher capacity life rafts than the number of crew. If you need a life raft, you need a raft big enough to survive until rescued. Sent from my iPhone using Tapatalk

No issues Sent from my iPhone using Tapatalk

LAC Avionics in San Jose repaired my KAP 150. Took a bit of time, but it is perfect now(as it has been for the last year or so) Sent from my iPhone using Tapatalk

I keep my logbooks (and all original STCs, 337forms, etc.) in a fire resistant safe in my hangar. For annuals I bring them to LASAR, or to an avionics shop, and bring them back with me when I pick up the airplane. I keep photocopies in my office location as backup. Sent from my iPhone using Tapatalk

At my last annual LASAR replaced my lower engine mounts, and finally my spinner is lined up with the LoPresti cowl. It always bothered me that the spinner was lower than the cowl. I doubt if it made any speed difference, but it makes me feel better when I look at the front end if the airplane. Sent from my iPhone using Tapatalk