kortopates

I do that as well, (use the IR sat picture), but rather than estimate altitude via the adiabatic lapse rate (which really varies between dry and wet anyway) go to winds forecast to get accurate altitude vs temperature - fast and accurate estimate. Sent from my iPhone using Tapatalk

+1 The piston maintenance group at CrownAir originally came from a Mooney dealer and service center on the field many years ago and they have been Mooney specialist ever since. Many of their staff have 20-30 years Mooney experience and know their way around the various airframes very well. They also have a guy that has 20+ years of engine overhaul experience. They're a very capable Mooney shop.

You all do realize that in order to use the 51 gal supplement you must have have the filler neck modified per a Mooney drawing - basically adding vent holes as well as add the updated placards. It might be more helpful to look at a newer supplement I've attached since it provides more details on where to fill to. 50gal_useable_fuel-rtn.pdf The required modification should also answer the question on legality as well. Without the added vent holes its very difficult to get the extra gas in consistently because of the air. It can be done yet it takes time to settle out as Jose pointed out. So unless are being super careful to the take the time or you start with a dry tank, you won't be able to be sure just how much fuel you really have. Otherwise the factory wouldn't of added the vent holes to make it easy.

You're right of course on the math - my mistake. Yet your POH is clearly very wrong on this. Mooney is obligated to follow TCM's technical guidance - they provide a Operations Manual and issue service letters to clarify and expand on many issues. In this case, TCM issued SIL03-1 back in 2003 for their detailed guidance which is really the authority on this topic. You can get it here: http://www.tcmlink.com/pdf2/SIL03-1.pdfYou'll see as Cruiser already pointed out, they advise using pre-heat from 20F and below but many pilots, especially those paying the maintenance bills, will be far more conservative and start considering pre-heating at below 40F.

Clearly a typo since -25C does not equal -13C. I'd check with the factories Pubs list to see if your POH has all of its updates/revisions. Then go from there to get a missing until date or ask them. Sent from my iPhone using Tapatalk

Looking like a plug is cutting out. Using your engine monitor, do your magneto/ignition test and it should point to the problem spark plug. If it is normal on the ground, do the same ignition stress test in the air while preferably LOP to stress it more and you should see which plug is failing by a lack of an EGT rise while on one mag. Sent from my iPhone using Tapatalk

Most know about it and have for some time. But enforcement has not yet begun, meaning it is still not necessary to file. How longs that last is anyone guess but now that they are offering the alternative way file by email for free, there is little reason not to file IMO. But Mexico City has said they'll give notice of when enforcement is to begin. We'll see.

Indeed, but if it was a G500 it would go back at the first sign of trouble. I waited in denial for a few more flights till it became a distraction. But its not all that bad really when you have a pair of GNS430W that continue to provide GPS Data and a moving map - obviously not the quality of display I have on the GMX200 with weather. This what worries me frankly about the the fully integrated systems. Loose one thing and it can be a much greater concern. And don't assume even a 3 panel Aspen system is immune - just allow it to loose airdata, from say a blocked pitot tube and reversionary mode will be of no help.

Battertyminder has been selling an aircraft wiring accessory to enable your mechanic to make a quick install of a cable extension from the battery to a plug that you can plug the batteryminder in without opening anything up. The current version they have uses aircraft (FAA) approved wire and plugs and terminal, but the plug is pretty bulky and hard to fit in the usual locations - which have been the TKS or O2 port door, or APU plug door or even just on the Hat Rack by the baggage door with a small hole in the hat rack. Installation is generally a minor mod. Also as Teejayevans noted, they make different aviation specific models specific to the battery, thus for the Concorde Sealed battery, they want you to use the S5 series with thermal sensor. Theoretically they are voltage tuned and temperature sensitive so as to not harm the battery if left on continuously. Many folks have bought a Batteyminder without getting the aviation specific version for their battery type, and I recently noticed that they are now allowing you to send in your unit to get it converted to the aviation specific model. See their website for details http://www.batteryminders.com/ and send it end to get yourself absolved of all your past charging sins Maybe it'll even prolong the life of your battery which seems to be getting increasingly more expensive! FTR, I leave my charger on continuously going on now about 3-4 years and doing great. But I also got 6-7 years each on my prior 2 Flooded Gills which seems to be impossible reading any thread on Battery's here. They worked great for me, but they did take maintenance on a quarterly cycle unlike the sealed battery's to keep them going.

I trust your Fltplan Go with current latest V3.0.8 s/w on IOS 8 are now working again. Fltplan said the issue was a bug in IOS 8. Yet without seeing an update for IOS 8 or Fltplan Go, I saw the app start working yesterday. Not sure who fixed what or how, but I'll take it! I did see Fltplan.com took down the warning message about not installing the latest version on IOS 8.

I had something very similar happen with my unit a about 18 months ago, it cycled through a few different display issues. But it quickly went from intermittent to being full time unusable. I sent mine back to Garmin for repairs, they turned it around in a day or 2 max - very quick. As part of their flat fee repair price, they update the firmware to the latest and I believe all the data too (not positive). Give the Garmin Apollo division a call (they'll transfer you) in Salem OR and they'll give you the details on pricing and turn around time. If you know how to go through your configuration and save it before shipping so you can reset it to your settings when it comes back, I expect they'll let you send it in directly to them - or see your favorite shop. If you also have XM weather displayed on your unit, you'll also want to ask them where they are on the weather buffer overflow fix they have in progress due out before the end of the year - maybe you'll be able to pick that fix up as well; if its applicable to you.

I didn't realize that and why I asked. Is this something new that the FAA is doing for specific type of sim like the BATD? Or just specific to this one? I'll have to look at their website to see what authority they reference. Thanks Sent from my iPhone using Tapatalk

I assume you have a CFII for dual to be able to log the time for currency - yes? Sent from my iPhone using Tapatalk

If they are the same 28v system used by my K model annunciator with T-1 3/4 Bi Pin Lamps CM7327 then they just pull out after you open up the box. Check your IPC to confirm. Sent from my iPhone using Tapatalk

No indication of a failure from what I am understanding. You have to intercept the GS before the AP will capture. 100' to 400' below is not intercepting it. For example, fly down to the altitude of GS intercept at the FAF well in advance of getting to the FAF; preferably with enough time to be flying level in NAV or HDG mode and with ALT engaged to hold altitude at GS altitude intercept height. Once stable engage APR mode, once you are within 2-3 dots laterally APR mode will engage. As you intercept the GS, ideally exactly at the FAF so you can verify by cross checking altimeter altitude to GS intercept (GS needle centered), then the GS will arm and continue to follow it. But you have to intercept it before it will arm. An important reason for this is that you don't want the AP to fly up 400' to capture it right when APR mode engages laterally. You have to intercept it first. If you cross through the GS (GS needle centered) and the AP GS does not arm/engage then there is something wrong with the AP. Flying a "little left of center" though could be a concern. In APR mode it should be right on. Sent from my iPad using Tapatalk

After 20yrs properly repaired damage wouldn't mean a thing IMO, there would always be other important differences in engine, avionics etc. most often, "properly repaired" means newer parts than the plane that didn't have repairs. Sent from my iPhone using Tapatalk

Indeed Tempest have been including magnets in their oil filters for awhile now. As Marauder explained, the magnet grabs chunks of metal that the oil analysis does not/can not see while the oil analysis is analyzing elemental metals that the magnet does not see. It really helps illustrates the point of why it is so important to open and examine your oil filter for metal with every oil change.

On Fltplan.com's website: NOTICE: Do not download the latest iPad Go update from Apple App Store if you are using iOS 8. (iOS 7 is Ok) Mine was working fine yesterday, (used it on a flight) and have been on IOS 8 for a little while now, but I also see yesterday the offending update (v3.0.7) was downloaded and applied - it was released yesterday. Don't know of a way to roll it back on the ipad so I think we're stuck waiting for another update from Fltplan

Have you tried the obvious things: re-boot of your iPad? Downloaded any updates? Sent from my iPhone using Tapatalk

Actually I think its because of people like yourself that stood up and spread word to folks at AOPA and other groups including Jack at BBP, that Mark Baker of AOPA was able to get the support of Senators interested enough that CBP has now altered their policy in recognition they have no authority to interdict aircraft without legitimate probably cause. Although we can't be certain its the end of these ridiculous encounters, it is very promising that Mark Baker is able to report that their hasn't been a single such unlawful interdiction since their meeting with them resulted in the policy change. I honestly don't know how much AOPA played a role in bringing all this positive change about, but from where I sit I am very pleased with their performance. Also AOPA's representative of Mexico, Rick Gardner of Caribbean Sky Tours, was able to bring about another great recent change by allowing us to meet Mexican APIS reporting requirements by emailing an excel spreadsheet to an email address at Mexico's INM and get a email confirmation back. This is also great news since it eliminates the need to pay a third party like Fltplan.com to file Mx APIS via the ARINC interface. I am pretty pleased recently with AOPA and Mark Baker and optimistic at seeing continued progress.

I know we all read the stories and theoretically at least per Mark Baker, there has not been a single CBP stop of a GA aircraft ever since AOPA had their meeting with them after taking them to task and getting Senators involved to get CBP to show where they had the authority to do this. But they don't - legally they must have real probably cause. So hopefully this is the end of it. From someone that has been crossing the border in his Mooney for over a dozen years I can tell you the real time consuming issue is merely learning the ropes and perhaps going through the process for the first time to get your decal, eAPIS account and password - but mostly just the initial logistics. Once you know the process and am prepared, it takes 5-10 min max to clear US customs coming home. As Clarence point out - Canadian customs is almost always just a phone call, from which you write down a number and your done. There is really no reason to fear this. Just study the process and abide by the rules and always take advantage of your ability to call Flight Service on the radio at least 30 min out from your arrival to ask them to update Customs with your latest ETA - its that easy to be on time every time. My only deviation from the 5-10 min rule was once at Ketchikan, coming in from Canada, I had to wait what seemed like an hour for the US Customs officer to come across on the ferry, and then the 5-10 min process was completed. But that's pretty unusual. BTW, You do need a decal (or a receipt that you purchased it online) but you don't really need a FCC radio licenses (aircraft station nor operator). AOPA list it because its the law but nobody (canada, mexico, bahama's etc) cares. Also despite the rules on where to place the CBP decal, you pretty much can put it anywhere you like that is visible to the agent. I place mine out of sight under the horizontal stab. I point to it when asked and no one complains.

The drive coupler is a all or nothing affair. Sent from my iPhone using Tapatalk

Weak battery can do that. Is the battery good? Sent from my iPhone using Tapatalk

I prefer and would recommend the K sized tanks. The K size holds 200 or 220 or 250 cu ft depending on pressure. Their corresponding Pressures are 1800, 2015 and 2265 psi. Our inboard tank pressure max is 1800 psi. They weigh 105-115 lbs which is quite heavy. If you go with the larger T size which is a 300 cu ft, they have a filled pressure of 2400 psi which puts you at risk of over filling your onboard tank plus they weigh in at 135 lbs. I bought 2 tanks from my local gas supplier years ago which enables me to go to in and exchange the tank for a filled one. I am also not limited to the original supplier that I got my tanks from and can get them exchanged at other gas suppliers. Sent from my iPhone using Tapatalk

Actually the opposite. With 5.1 there is a bug that prevents manually entering fuel remaining, but the JPI interface continues to work just fine. So only an issue for those without any kind of fuel interface. Sent from my iPad using Tapatalk