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setup for the RNAV 09 approach. I don't know any other equipment that can give this kind of flexibility in cockpit navigation and situational awareness.

The upgraded installation (and it definitely is an upgrade from the older G500) was finished last Friday just in time for Oshkosh. I'm still figuring out how to make the best use of its capability. There is a lot to it and much more flexibility as compared to the G500 I traded in. Altitude and vertical speed preselect is much faster than the old way of doing it. Deciding what you want to display can be done easily on the fly as compared to the G500 that required a lot of menu selecting and button pushes. Turns out my problem with the lack of geo-referenced chart display was a database problem. The flight charts database had not become current yet, and while it displayed charts on the dedicated Charts page it did not display on the Map Page until today when the new charts became effective. I'm looking forward to all the new software updates on both the G500 TXi and GTNs. If the ability to reverse the size of the PFD and MFD is pilot selectable, that would be a great addition. I'm not sure from the reading of the update if it is pilot selectable and, therefore, a fixed reversal.

I earned my commercial pilot license today. As some of you have read I started checking off specific items training wise for my commercial pilot license in 2010 in my former F model. I had become proficient in all the maneuvers when I sold the F and upgraded to the Missile in late 2011. With a newly overhauled engine, I didn’t want to practice certain commercial maneuvers. 100 hours later in 2012, 2 cylinders cracked while under warrenty and I had a top overhaul performed as I did not trust the remaining cylinders. 100 hours later in 2013 I got engaged, married in spring 2014, my daughter was born in 2015 and my son in 2017. Life just got in the way. So in 2018, 2.5 weeks ago, I passed my written and today I passed my oral and practical. Next will be multi, CFI, or tailsdragger rating. -Seth

First you set the altitude on the Altimeter tape by pushing the right knob in to select ALT at the bottom right (HDG is displayed in light blue in the picture). You can see the solid bug at 6000 and the window at the top is set at 6000. There is a hollow bug to the right of the HSI on the vertical speed tape. When you push the VS soft key the bug turns solid and you use the right knob to select the rate of climb or descent. A small window pops up with the numerical display until you finish and the bug moves up or down the tape as selected. With the ALT pre-selected and the VS set you push the ALT and VS buttons on the autopilot and sit back. The Aspen will automatically slow the rate as it approaches the Pre-selected ALT and the sonalert will sound to alert you. I will get pictures next time.

Yes, we took this route: We took the northern route towards the west and the route via the Azores on the way back. A report is here: https://www.euroga.org/forums/trips-airports/9174-to-the-end-of-the-world-and-back-the-whole-story#post_176978

I couldn't do my Oshkosh trip in an RV, nor could I have done my recent East coast trip with Mrs. Steingar. The back seat is useful for more than just passengers.

Drivs fhe Vette at Mooney speeds and see what the mileqge is . . . .

I was finally able to get this plane out of KSCA on Saturday, July 14th. Mechanic said initially Mid January. Only 6 months past due. New home is at Aviation Sales at KDAY. I was really intimidated going to a class C facility not having hardly any communication experience with such a large field but its great. Glad I did. Lined up Jeff Schnabel as my Mooney CFI. Found him thru the mooney flier or foundation. Really, really cool guy and a great pilot. We flew Saturday, Tuesday, Wednesday, and Thursday for a total of 10.3 hrs. Insurance asked for 5 instructor 5 solo. He signed the complex endorsement too. 99.x hrs in my logbook and I'm now a mooney pilot! I can't say enough good about this plane. I've been giddy like a kid on Christmas all this week. Even told my wife that I would go thru all the hassle again for this outcome. Absolutely love the lynx transponder. The pma450a is pretty slick. Absolutely would NOT own a plane without this EDM900. Positioning in the panel is perfect. Still uncertain on the ifd440 honestly. It works fine and is pretty clever. Just wondering if i should have gone with a 650 or 750 / g5s so then the gfc500 plays well. Guess i still can but that's for later, and may never come to be anyways. We'll find out first clues next week but my gut tells me my wife is pregnant with twins. [emoji16] Sent from my SM-G930V using Tapatalk

Also = windshield oil system, if you ever have a problem.

This topic brings back memories... in the early 90’s I flew a rather rough C310Q. It was a blast to fly, and I’d expected that by now it had been parted out. Nope N5LH is still turning dead dinosaurs into beautiful noise. Finding it still active on flightaware made my day. -dan

Anthony I think that's what Paul (gsxrpilot) is worried about.

This is the proposed upgrade. Hoping to have her in my hanger by the end of August. We shall see.....

I've been flying a 310 lately. It is wonderful sitting there in those big chairs with your arm on the arm rest with a hand full of throttles! Lots of elbow room. The power on takeoff is awesome! A great performer! Then I pull up to the gas pump

Dynon email promo from today. The D3 in particular seems like a nice follow-up to the popularish D2 Pocket Panel. (And for about the same price as a used D2 commands on eBay these days.) ‌ Dynon Oshkosh AirVenture 2018 News Introducing the D3 Pocket Panel and DRX Portable Dual Band ADS-B Traffic and Weather Receiver. We are exited to tell you about two new products in the Dynon Portable line. If you'll be at Oshkosh next week, we'll be demonstrating both the DRX and D3 at our booth in Hangar D. We are also offering daily forums at our outdoor tent location (booth 496), which is located between hangars D and B. Forum times and descriptions are at the bottom of this email. Hope to see you there! PORTABLE TOUCHSCREEN EFIS WITH SYNTHETIC VISION Meet the latest edition of Dynon’s popular portable EFIS line - the D3 Pocket Panel. Featuring improved brightness, a new intuitive touchscreen interface, new synthetic vision display, and an even lower price point, the D3 is the most advanced portable safety device Dynon has ever made. Both of the included cockpit mounting options require no tools, allowing the D3 to be deployed in any aircraft without regulatory approval. The D3’s list price is $995, but at introduction pilots may find it available as low as $879 from authorized Dynon dealers. MORE INFORMATION Portable Dual Band ADS-B Traffic and Weather Receiver Pair this small and portable dual band ADS-B receiver with your favorite mobile app for superior in-flight situational awareness. Get the full traffic picture with ADS-B traffic reception on both 978 MHz (UAT) and 1090 MHz frequencies, and receive free text and graphical weather from the FAA’s network of ADS-B ground stations in the US. With superior battery life, the Dynon DRX can last all weekend on a single charge. As usual, the DRX carries on the Dynon tradition of bringing affordable, high quality avionics to all pilots. It’s list price is only $395, but pilots may find it at dealers as low as $349. The DRX is available July 2018. MORE INFORMATION

This isn't a question but rather a reminder to other owners to check your nose gear before flight if your FBO tows the plane. Before I bought my M20K I read somewhere that the limited nose gear rotation made it susceptable to over-torquing by powered towing equipment. So I added it to my list of pre-flight items and made sure to check it often. I also brought it up to the FBO manager so they were aware. I went to fly the plane yesterday and while checking the gear noticed one of the turn stops was broken off. So I retraced the tow path and sure enough found the busted part on the tarmac. Fortunately, the staff quickly admitted the fault and the FBO will be covering the repairs. I bring this up because, had I missed this on the pre-flight, odds are the FBO would have plausible deniability and refused to cover the repair. Just another one of many reasons to perform a proper pre-flight.

Its not just the natural redundancy of the dual G5 setup that I find attractive vs the all in one solutions like a G500 (or G1000). Its that if there is a failure, that when it comes time to repair, then also you have just a little G5 to repair instead of your all in one unit. I am confused whats the attraction of a G50O Txi to be used as an engine instrument - I get why the G500Txi as a PFD - but it seems like a very expensive engine instrument vs a JPI of some variant which is very capable and much cheaper.

The DRX is about 2 years late to market. For the CB they already have built or had someone build them a Stratux (you do know you can get them already assembled). So when I read the announcement I said "oh that's nice, what's the point?" Besides you would hate to buy it open it up and find a Raspberry PI inside and believe that you spent and extra $300 for a blue box.

Yep, so that is a limitation of the txi vs dual g5’s

Then what am I going to do with all the WD-40 I bought?

I love mine ...all up dates for both Avidyne,Garmin g500 and 696 now done via cell phone .... no more carrying chips home to computer

Yes. A single 7” PFD was always an option but you you needed a backup. You could have backed up with another 7” reversionary MFD or steam gauges or L3 ESI 500, etc. Now you can use a G5 for backup when it’s approved. The Garmin blog said that the 7” is going to available as a horizontal PFD too; not just vertical

Here's two pictures that show's my spinner gap is pretty good.

Hah! I mentioned the exact same song in the previously deleted thread on this

If I recall, it is obvious when you put it together. The bevel is there to clear a tube or weld. You could always go find another Mooney and crawl under and look at it. I bet there is a picture on this site somewhere of it.

I’m looking forward to seeing you and everyone at the summit. Should be another good one

Thanks Erik!! It took long enough. You used the skills perfectly with your engine out, I figured it was time to get this one finished. -Seth

Being covered for the liability is part of it. Having coverage for legal defense for a civil action against you that you are not liable for is the other half. You can be right and spend a bunch of money proving it. -Robert

So long as you have non-owned coverage on your policy, that is correct.

Congrats Seth! Crazy...my daughter was born in 2015 and my son in 2017 also.

Top of cowl vents = windshield anti-ice system. :-) :-)

That's $3,000 off.... http://marketing.aspenavionics.com/acton/media/26251/aspen-july-2018-promotion-pro-pfd-7995

I would love the HDX, except it does not have electric trim as an option. If you want electric trim you have to bring your own. For me, that would mean continuing to maintain the trim portion of the KFC200. That means expen$ive if the servo ever breaks. I'm still leaning Garmin because it is the only system with electric trim.

Yup. That was me. Thanks C.

I see that it hasn't been converted to the underwing exhaust. Be extremely careful in inspecting for spar corrosion, since these early models are notorious for that. In addition to the nose gear problems, main gear side brace problems, and of course, the slipping starter adapter problems. Almost forgot to mention that these engines are prone to case cracking. $$$$$

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But when the boss wants to sit in the back seat there needs to be a back seat.

The bungees are not magic either. If you just want to take them off and put them back on you don't need travel boards. If you take them off and replace parts and put them back on you just have to make sure you make them the same length as the ones you took off. Here is what I would do. Take the bungee off lay it on a piece of scrap lumber. Get a drill bit that fits the bolt holes in the rod ends. Clamp it to the board with a C clamp and drill a hole in the board with the bit through the two bolt holes. When you reassemble the new bungee, adjust the rod end so the two holes line up perfectly. This will make it the same length as the one you removed. As for the spring in the bungee, it isn't that critical. Count the threads showing when you take it apart and tighten it to the same number of threads. To test fly the bungee to tune it for max speed, fly the plane straight and level at cruise power and note the speed. Now trim it a bit (1/4 turn) nose down and manhandle the pitch back to level flight and note if the speed was higher or lower. Now do the same with nose up trim. Adjust the bungee so you see an equal speed decrease in both directions. This will give you the optimal elevator to stabilizer angle in cruise flight. This is best done on a very smooth day because the speed differences are slight. You will find that the factory settings are pretty close to the mark.

Unclear why Mooney chose to call the little hidden box with tubing run to and from it a pilot valve. In the pneumatics industry it is called a piloted valve, sometimes a pilot operated valve, a valve whose spool is shifted by an external means (the little pushbutton valve on the yoke). And Mooney even added to the confusion by misspelling the caption in the picture "Pivot Valve".

Read up on, and then perform the pre-flight test while on the ground. That's how we discovered our pitch trim servo had failed.

That’s a beautiful 310! Sent from my iPhone using Tapatalk

Just remember. It takes time to built fine Swiss watches! [emoji57] Sent from my iPad using Tapatalk Pro

You're certain about the price? $59,871? Not $59872?

It's got me intrigued. I do plan to have my upholstery guy carefully remove them. I'm hoping to follow-up on this. If I find out more I'll keep the thread going. I enjoy following up on things like this. Keeps things interesting. Still aviation related and not as expensive as Avgas. -Tom

My wife is constantly bugging me about driving too close to the double yellow. Maybe there’s something to it.

Any mods which would make it go fast?

150 guys: Nostalgic bliss Cher: Bitch slapping and yelling : ”Snap out of it”!!!!!

Trained in one. Took my private in one. Zero fondness for the plane for a lot of reasons. I miss them not.

Not exactly a joke, but this seems like a fitting place to post this. This past weekend I flew into Wood County OH airport. Toledo approach asked me to report the airport in sight. It was all I could do to keep myself from responding "Mooney 1TF has Wood."

In normal owner language; - tugs that elevate the front wheel won't rotate it and should be fine (at least the ones I have seen used) - the damage is caused by rotating the nose wheel too far. If they can put a tow bar on the nose wheel, they have the potential to turn it too far. This goes for the tow bars that slide into the opening or those that clamp on the holes. - some owners have used a lock-out to prevent putting a tow bar on them. Anthony's point is that they may try some other way to move it. - the foam approach will probably not do anything. Not sure if anyone has tried it. If I leave my plane at an FBO, I clearly ask where I can park the plane so that it doesn't get moved all the whole time I am there. I also use a laminated card I attached to the nose wheel stating "Do Not Tow, call XXX-XXX-XXXX if you need to move this plane". -- I did that after an FBO damaged a truss. Sent from my iPad using Tapatalk