kortopates

Yep (probably) the only way to go with an immersion suit on too - but that's a planned long range flight with the needed foresight to set up for it. But for the unexpected occasional use I don't think you can beat the little chemical odorless packets like the above Rest Stop.

I think you misunderstand, your policy only covers "you" as long as your CFI has appropriate experience in make and model - under the open pilot. But without being a named insured the CFI is not protected from your insurance company should they chose to subrogate against your CFI.

Condolences to the family. So devastating after such a hard battle for Mark. very sad...

Personally, this third alternative makes much more sense to me I carry them, but only use them in the very rare occasion when a bathroom stop just isn't practical.

Depends on what kind of speed brakes you have. Sent from my iPhone using Tapatalk

Mike, it's probably just the required normal CDI calibration that's required after re-installing if your referring to when its in GPS mode and the self test at startup is off. Your Garmin dealer should have re-configured it with your prior settings when it was pulled to properly interface with other equipment and then done the CDI calibration. The CDI calibration is done from a page in setup mode. I recall you set the CDI to 150 degrees and then calibrate. It takes all of 1 minute to do. Sent from my iPhone using Tapatalk

Oh, I misread 33 for 330 - my bad. Thanks Sent from my iPhone using Tapatalk

Curious where you found room to fit the 330-ES in your G1000 panel? Sent from my iPhone using Tapatalk

really only one - the GTX-345R. It will integrate with the g1000 with WAAS as well.

Stick to doing it on jacks rather than in the air. Sure it should work fine, but we've seen enough failures in the air leading to unavoidable gear up's like the incident mentioned above that we no longer do these in the air at the MAPA PPP's for this reason.

Indeed, the "my-flights" is a shared flights, I got thrown off because your flight still showed "private". And we did have a sharing bug that Anthony alerted me too which got fixed last night. Plus I didn't notice at first you had posted 2 different links, one for all flights liek the one above and one for just the high CHT flight. Thanks for confirming! Due to the bug, I wasn't quite sure. But when I realized it was a "my-flights" link I realized that's the only way to get it - via the sharing option.

Its as simple as this, in a forward slip which you use to descend and slow down, your "GROUND TRACK" is still Forward or straight to your destination - not off to the side (even though nose is pointing to side). In a Side slip, your "Ground track" is moving to one side, into the wind when used for landing in a cross wind. The Forward slip is typically much more cross controlled, perhaps all the way to the stops. Where as the Side slip is only done to the amount necessary to match the cross wind component. But don't fret, aerodynamically they are equivalent. The difference is in the eyes of the observer, but just think of your "ground track" rather than where the nose is pointing and we'll all be on the same reference system with regard to semantics.

Just to clarify, the hazard is not just winds, but the extremely dry air that accompanies the wind. The air is dried out from coming from the hot dessert and is then further dried out as it is pushed up over the mountains and then gets hotter and hotter as it compresses coming down hill to the coast. In a true Santa Ana condition the temps are highest the closer you get to the the beach (opposite of our normal onshore flow pattern). Those very dry winds dry out the local vegetation, chaparral and grasses which was already very dry after a hot summer with little if any rain. Then we have the prime conditions to allow any ignition source including winds blowing power lines to quickly start a fast moving inferno of a fire. This past winter with significantly more than average rain triggered a greater than average amount of brush growth this past year which is another big concern for us this fire season.

Its an interesting issue and one I don't have any qualifications to say right or wrong. But I know a few here have gone through the STC and PMA process and have a better understanding of what's involved to get FAA approval. But I do understand Guy's argument, which I believe amounts to that he is merely supplying the raw materials for the owner or mechanics to install. Taking an example, his baffling kits, where he saves the owner/mechanic time in sourcing the baffling material and supplies as well as pre-cutting the baffling segments. Does the baffling material turn into a unapproved part once he cuts it to match an old one without obtaining an STC and PMA? The FAA apparently believes so yet Guy thinks not. But I believe Guy can also provide specially formed ducting which appears much harder to justify as merely pre-cut raw materials. The forming of the ends of the ducting is much more involved that just cutting it so here I get where the FAA is coming from. That said he provides a real need or value to the plane owners, so I hope this doesn't shut him down and he finds an economically feasible way to stay in business and meet the FAA's requirements.

Anthony - responses in green text above

The all flights link was a bug, and it should be now fixed for you Anthony, try it again when you can.

I got this email from LASAR today, 10-9, just posting since many of us order parts from them. -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Due to the PG&E power shutoffs for wildfire prevention, LASAR has lost all phone, internet, and computer operations in the hangar/office. We will have limited access to emails (from our cell phones!). All phone messages, P&A requests, and parts orders will be addressed when power gets restored (They are saying up to 5 days). Thank you for your patience during this time. For more information on the power shutoffs in our area, as well as projected times of reenergization (unknown as of now) please visit: https://www.pge.com/en_US/safety/emergency-preparedness/natural-disaster/wildfires/public-safety-power-shutoff-faq.page Thank you, Dustin NcCorchuk Marketing LASAR Inc.

@DXB you have me worried, Please let us know @tgardnerh if you did use the sharing option to get that link? We just rolled out new system last week and still correcting a lot of bugs. Investigating further, the link that is posted is of the type we use for sharing all flights - however when I looked at his data, it is labeled "Private" to me me, which is why I responded like I did. I did a test on another N number and it looked to work correctly, but I'll pass this on as a potential issue to our web guy to investigate further. But it would be helpful to confirm tgardnerh did clickon the sharing option to get that link as I suspect?

And even more in California! But one way around this issue and keeping your max gross weight down is using the dog substitute alternative to children. Your dog, although still important family member that still needs feeding and expensive medical bills from time to time, doesn't require that costly college saving fund, nor the never ending unexpected funds for transportation, clothes etc leaving over a lot of funds to go to toys like your Mooney mistress. And they are so appreciative everytime you take them somewhere in your Mooney! Just say'in...

@tgardnerh The link you posted above is private, you'll need to bring a flight up and click on "Sharing Options" in the bottom right area of any flight, then specify if you want to share that flight only or all flights - that will give you a link you can use to share your data, but otherwise your data is private.

Of course it doesn't mean the Jepp app will always incompatible, just that they have some known issues that are awaiting an update to resolve. Recall a few years ago an IOS update that broke the bluetooth connection to GPS's for just about every iPad E6B app till we got another IOS update. I suspect that's when everybody learned not to upgrade their IOS automatically. The iPadPilot news as been a big help to the pilot community by waiting till they give the green light: https://ipadpilotnews.com/2019/10/ios-update-green-light-program/

I can only offer a datapoint. My 252 being my forever airplane since after all it really is the best airplane ever made by Mooney if efficiency and capability are your priorities; (second only to a Acclaim IMO where efficiency isn't quite a priority). But I've upgraded it to the Encore, have the Aero Comfort interior and a 100K glass panel (G500, with GAD43e, dual GTN's, GTX345, ESI-500 glass backup, EDM-900 w/ CIES fuel senders, Guardian CO monitor and redundant EI RPM & MAP gauges). The only thing left from the factory is the KFC-150 which I am in holding mode on what direction to go. And this is my second major panel upgrade, prior was dual GNS GPS's with GMX200. of course I am not planning on selling, but enjoying it at least another 10+ years. I personally wouldn't finance a plane or upgrades but you can't take it with you! It also helps a lot having a wife that is also a pilot. If its your forever plane, enjoy whatever you can afford.

After re-reading the thread, I would much appreciate a pirep from anyone using the PF X3 system with the Mooney built-in Scott altitude compensating regulator in the flight levels. A battery operated unit that can terminate O2 to all of the crew is to disconcerting for me. Several years ago we read about a Encore pilot that had such an emergency in the flight levels. But the purely mechanical PF X3 unit, that uses separate conservers for each station is much more appealing to me if it works with our system and is as bulletproof as our built-in system. IMO, O2 is not that expensive to trade off reliability to conserve it. I wouldn’t be that concerned in the teens but feel it’s an important consideration in the flight levels. Sent from my iPhone using Tapatalk

I don’t buy that for a second, unless we’re talking about a GA pilot owner doing it illegally without a FAA part 135 operation plan that includes the commercial insurance premiums. Only an existing charter company that is trying to reduce their positioning flight cost with some additional revenue is going to be able to do without personally subsidizing Blackbird profits. Without meeting all the $ requirements of a Part 135 operator such a pilot won’t have a nickel to there name after something goes wrong and they find themselves uninsured and facing charges from the FAA for operating illegally. Read the Blackbird terms and you’ll see they provide nothing and make you entirely responsible for the operation. Sent from my iPhone using Tapatalk

These are usually from leaks in the static pressure line or trapped moisture. Since your backup alt is fine I would first be suspicious of the line between the backup and Aspen. But once the line is opened, technically it needs to be leak checked by a tech. No problem though finding the issue, correcting and then getting it re-checked. But I doubt it has anything to do with the Aspen itself. Sent from my iPhone using Tapatalk