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Thanks - I will check with whats on board. My 2 year cert is coming up anyway - so its timely

I have a very big suspicion that my altitude encoder is going. This is because the stec 30 alt altitude hold quit holding altitude although the servos are working. ATC showed me in a fast climb and then a descent, when I was nice and level. The garmin 430 sometimes says altitude input lost. When I look at encoders in aircraft spruce, I see a box with one output (RS-232?) and probably one pneumatic input from the static source. Will that work in my case where 3 things are using the altitude information - namely transponder, gps, alt hold? Can I just buy the cheapest encoder that is on the site there as long as it is TSOd? This is the one I am looking a: http://www.aircraft-spruce.com/catalog/avpages/amerikingencoder.php Thanks

Jose - I went and flew today - weather is a bit lousy in the north east. Had to stay at 3000 feet and got bumped around. But I flew at 140 KIAS level (forgot about 15 MP - I was at 19 MP or so). And there was no tendency of the aircraft to correct itself from a shallow left or right bank. I am going to try again when the weather gets better on Saturday (following your procedure exactly this time) - unless my A&P gets to the aircraft for conducting the annual first - in which case I will have to wait 2 weeks or so

The glasses are meant to augment reality, meaning they are useful as HUDs where the display projects information about the objects the person is seeing. Spock, being much smarter than all of us, made the logical choice of viewing his scientific data on an uncluttered background in hs hooded display instead of projecting the information onto his visual field, which on the bridge would involve a zillion blinking lights and hot women and worst of all - Kirk.

If you reached max aft deflection of the wheel, you are probably stopping flying inches above the ground and then dropping a bit?

Pulling the prop back should work if you have oil pressure, which you may not have in an engine failure ... I think. Another thing an AOPA article recommended is to get the aircraft close to stall speed. That stops the prop from windmilling and you end up with the prop in a feathered condition. Even though you later increase speed to best glide, the prop will not windmill. Recommended only if you absolutely have to stretch the glide. Never tried it because I have never knowingly turned off the fan.

I would prefer banners on the top instead of the side. On small screen devices such as phones, it becomes a problem to read the posts if the ads are on the side

I think the wing leveler systems are different on the 67F and the 87J because I have seen no such adjustment on the panel at least

Thanks.. I will try tomorrow and report back

Looking for a good mooney specific instructor close to Massachusetts. I have some vacation and want to polish up some skills. Thanks

Lately noticed that when the wing leveler is engaged, the aircraft goes into a slight right bank. The right aileron seems to be slightly raised in flight (about half inch from the chord). Could this be it and I just need to have my rigging checked? Can someone tell me what tools my A&P or even the MSC should have before they attempt to re-rig? I want to make sure they do it the right way. The autopilot is able to track a heading or nav fine however. I confess to not knowing what the autopilot is looking at to get a sense of wings level. Thanks

That is correct .. Moisture in the air will cause corrosion unless engine parts are coated with fresh oil .. Which comes from frequent flying also

You can go to your nearest tech store and try and boot a windows phone or put it to sleep and wake it up and see how many seconds it takes? Its on par with any handheld device. Phones do not have control alt delete, yet millions are using the windows phone just fine - thats because it is not the same as a windows pc operating system. Having said that, i have had foreflight, safari and apple ios also crash on me although Apple controls both hardware and software... Except apple is clever enough to not leave an embarassing screen behind

Doesnt work that way ..! The moisture comes from the products of combustion and not much from the atmosphere. The products of combustion are in the oil and need to boil off from frequent flying where the oil temps need to reach a critical temp (i hear 180 F) . I wont profess to know what the problem with florida is .. but i think it has more to do with salty water that forms electrolytic reactions on unprotected metal surfaces. As for the original question, my main beef is that an aircraft with a low time engine will be priced accordingly, but with an infrequently flown engine, you will have cylinder wall corrosion which will cause piston rings to wear early (I was told) and then an early top overhaul

http://www.intel.com/content/www/us/en/tablets/shop-tablets.html That shows a bunch more tablets than i described earlier .. However you will have to search separately to get to their specs on battery life. (example battery life, Acer iconia w510 - 9 hours in tablet mode, if you attach a keyboard to it which has a battery of its own its 18 hours) Anything with an intel atom cpu will give you good battery life with lower performance compared to the higher power intel cpus (e.g. In surface), but the Atom tablets will still be faster or comparable to ARM based tablets like ipad etc. And they will run all windows programs, linux etc if thats what you want. If you want the higher end intel cpus with day long battery life, you will have to wait till middle of this year for the haswell cpus as announced by intel.

Yeah the surface RT cannot run all the wi dows apps because it has an ARM processor. The surface pro does have an intel processor and can run all the windows apps but has 4-5 hour battery life. Not good enough for flying. However there are other tablets and ultrabook covertibles with intel processors that will run everything and have a long battery life. The companies most likely to provide windows EFB solutions will probably be seattle avionics (voyager software i think) or Essential flight. Search for lenovo helix (detachable screen works as tablet or when attached is a tablet), lenovo ideapad yoga, asus Taichi etc. I was a foreflight ipad early adopter, mostly because there were no good windows tablets. I was a very early adopter of windows tablets in 2003 .. but then the hardware was too bulky to be worthwhile. I think the new hardware coming out is very good tho and the old jokes about windows blue screens are a thing of the past at least i havent seen any on windows 7 at work and windows phone 7 and 8 reviews have been stellar.

LOL Hopefully you are joking and they are not actually bulldozing your airport!

It would be possible for a glass panel system to show a total velocity vector .. so it would show where you will end up on the gound, given your current IAS, wind speed and direction, rate of descent etc. Knowing where the runway is, it can also tell you when to start your turns - which will be one less thing to worry about in an emergency.

Just nitpicking .. If you get slow enough you can get the prop to stop windmilling and then you will not be able to restart by just pushing in the mixture, unless you crank and then its not so quick. But agreed its all you have in this situation!

I would recommend an aerobatics course for pure fun ... And since they will almost always be taildraggers, you will end up getting that endorsement regardless. I am fortunate to have access to a rental extra and super decathlon 20 minutes from my home.

We had a long thread on this here: http://mooneyspace.com/topic/5499-stormscope-recommendation/?hl=stormscope It seems you need both. I had adsb weather (nexrad) and decided to install a stormscope because of nexrad delay and also because of growing cumulus that doesnt have precip yet

Interesting ... Hadnt thought about that at all

Thanks for sharing the data! When you said it is 4 knots slower at 20 degrees, is that number compared to the a3b6d or is it compared to 23 degree on the a3b6? What delta are you seeing with the a3b6 at 25 when compared to the a3b6d ?

Good news indeed! I was reading up on electroair and it didnt look particularly appealing with high CHTs and reduced performance, unless flying very lean and very high. Coming up on TBO early 2014

Restarting a very old thread .. But wondering if you guys with A3B6 were able to get performance back? Also whats wrong with getting an A3B6-D with roller tappets and plopping in an electroair ignition instead of the bendix dual mag? I am guessing its not possible to get an A3B6-D with roller tappets from lycon? In which case I would rather let go of roller tappets instead of losing performance!