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Yesterday I got my instrument rating...hopefully I can now learn how to be an instrument pilot...

The original Brittain PC (back before PC meant "politically correct") was installed as a no-nonsense, basic autopilot. Years later, it's still going. When it does stop working, the fix is usually simple and cheap and Cecilia at Britain is very generous with her support. My PC had begun needing more and more right wing down correction, so I figured there was a leak.....usually due to a leak around the rubber boot. I re-taped the boot, but it didn't correct the problem. Finally, I removed the entire servo (you don't have to have monkey arms, but it helps if you do) and discovered the servo was leaking but from the center, not the boot. I asked Cecilia she advised: "The sealant used is commonly known as “Perm-e-Tex” but its proper name is “aviation form-a-gasket”. You can generally find it at one or more of the national retail auto part stores." Now that is a cheap fix! Try fixing your King, or S-tec autopilot with Permatex.

These warbirds in a museum is no better than pictures of them in a book in my opinion. They should keep flying as long as there are any left to fly. Someday they will all be gone and then we'll have the pictures, videos, and memories. For now, keep them flying.

It all comes down to knowing the beast that you operate. Operated incorrectly, you're absolutely right. Operated correctly, the safety factor is infinitely better than a single. If I am light, my 310 will climb at about 800 FPM on a single engine. If I am heavy, it will climb about 300 FPM. This is a far cry from taking a dirt nap. Contrary to the wives tales, the multi-engine accident rate is not the highest at takeoff, but rather, single engine approaches. This is usually due to the pilot being in way over his head (read multiple factors). Again, training and understanding the beast that you operate. Sent from my Pixel 2 XL using Tapatalk

I have about 450 hours of which 400 are in my m20j including 100% instrument training last week while in Cabo got dive certified...after about 25 “resort” dives i am now “certifiable”

Was hoping for a nice VFR flight today, well I’m waiting for landing minimums anyway.

Your understanding of multi-engine operations is poor. You've demonstrated that on many occasions on this forum. It might be better to not comment on things you don't understand. And . . . I'm sure the engines are plenty tight.

My dads last airplane ride 2 months before he died. He died from complications of a fall coming out of my sister's camper. I guess we should ban campers for people over a certain age. Sorry for the TIC. Tom

You'll enjoy this... My wife started wearing skirts when we fly. So she can more easily pee while we zoom along. Sent from my Pixel 3 using Tapatalk

When talking about maintenance done to the plane and how old it is I have started saying "The longer I own my plane, the newer it is." I've said it enough this past year that I put it in my signature...

The momment you start renting out you lose the advantage of owning. Then you get to enjoy having the disadvantages of owning and the disadvantages of renting all together. You pay the price of ownership while the plane comes back a little different every time. People that are going to fly it dont have that same appreciation for that plane than you do.

I have not found anything uncomfortable about the 310. I run 180+ KTAS at 21GPH. Lots of room to move around. All this in addition to being super sexy! [emoji16] Sent from my Pixel 2 XL using Tapatalk

Quality words right there.

Well I'd consider putting this encounter down on paper: https://hotline.faa.gov/

Unmanned systems can fly in the NAS above 400 feet AGL via a Certificate of Authorization (COA) from the FAA. COA ops are part 91 operations and can have all kinds of limitations. Most all share two requirements relevant to this topic. First, the operator and/or his visual observer must maintain a visual at all times. This is for traffic avoidance. If he can't see the UAS and ventures beyond visual line of site (VBLOS) a chase plane is required. Second, I've never seen a COA without an associated notam. For public use COAs, as opposed to DoD, the operators are certificated pilots; traditional manned aviators. The DoD entities I'm familiar with don't require a private pilot cert but instead stand up their operation utilizing their own DoD cert. For a UAS at 9000, in the NAS, there should be a NOTAM on file and a manned AC flying formation. UAS of that caliber typically squawk a code and are ADSB equipped. Coms with the controlling authority is required as well. This isn't your Amazon Drone. 9000 generally warrants a fixed wing airframe. Having six props makes me think hobbyist out of his lane. When done properly: UAS is squawking a discrete code that they can change on the fly. Pilot is a manned aviator Pilot has coms with ATC and is flying his last clearance. A chase pilot calls out any Non participating traffic that ATC can't see. On the East coast this never happens as we have radar coverage everywhere. It's like flying an IFR flight plan under the hood with someone flying formation. All that being said, an idiot flying a multirotor at 9000, in the NAS, without a COA, without traffic avoidance is WRONG.

Each of my two Mooneys had been gear-upped three times prior to my ownership. It was of no concern to me at purchase or at anytime since. And it certainly didn't effect resale on the first one.

Congrats! I will give you the advice I give all my clients.."stay out of ice, stay out of thunderstorms, you just might live" Well done!

Congratulations!!! That is one of the most important steps in a pilot's career. Just be careful now!

What “Pandora’s box” is opened by an airframe having a gear up in its history? Give me the specific concerns you have: And begin... I am being serious I want you to tell me what you mean by that comment.

Thanks, I was told by JPI and my avionics shop that the EDM-900 would be the primary engine gauge replacement? I believe the 930 just provides a larger screen?

When Scot Philbin first introduced the CiES for the Mooney platform, there were a number of issues. As an early adopter, I lived through most of them. This included everything from him claiming that the JPI units were factory ready to accept frequency data (I heard an earful on this from JPI at Oshkosh), installation manual that was incorrect (he blamed the FAA for limiting modifications), wrong senders sent (he blamed his staff) and generally a lousy bedside manner from Scott. I think Scott has gotten a lot better at working with customers and I believe the majority of the issues have been resolved for Mooneys. Although I believe certain configurations (like the G1000 systems) are problematic. I installed the senders in September 2017 and they have been rock solid. No more "Fuel Quantity Mismatch" error messages. I have been able to tweak the JPI 900's fuel totalizer to within 0.5 gallons on every flight. The tank readings are reported in whole numbers. So, it may look like you are a gallon off but it is a rounding thing. Bob Belville was the one who clued me in to look at the raw data from the JPI to see that what you are seeing on the display is being rounded up or down. Still, within 1 gallon accuracy? Crazy...

Brittain is still in business. Still providing support: Cecilia Henderson Brittain Industries, Inc. (918)836-7701 email: brittainind@sbcglobal.net

Thanks Scott, I was actually all set to get them until a few friends (and the shop that I got a quote from) told me about the bad experiences. I think I just need to speak with a few other installers to see if they've had the same issues or have successfully installed them in a long body (I'm not sure how it would be different from other bodies, but maybe some particulars involving the larger tank). I have the Monroy 118 gallons and I realize that even with the CiES I'll only see fuel when it gets below 89 gallons which is perfectly fine by me.

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

Denver south to Albuquerque/Santa Fe area, then head towards Phoenix. Fly early AM, all permitting. Less chance of weather and turbulence.

If you’ve got $40-50,000 a year, plus unexpected repairs, for an airplane budget, go right ahead. The fatal accident rate of amateur flown piston twins and singles is about the same. And it’s a more complex airplane, and you’ll have lower hours in the category as well.

Made the 116nm journey to Green Bay today to take the Instrument Written. I’m not sure if it was the fact that I crammed for two days or that I was wearing my Detroit Lions t shirt but I passed with an 88%. Two of the questions I completely messed up but there were two questions that were BS. I’ll have to look them up when I get home shortly and see why the FAA is ridiculous. Departing Rwy 6 at KGRB: Nice sunset cruise home: Sent from my iPhone using Tapatalk

It's quite an accomplishment, but your first venture into hard IMC without your instructor by your side may be a little scary. Just keep your wits about you and you'll do fine. Congrats.

GREAT JOB!!

Way to go Larry! Congrats, -a-

At some point in time, the fitting had been glued in place. Small piece plugged line. Go figure.

Congrats. Did you train in your Mooney?

You are correct, it can be a Pandora’s box. Owners/sellers of geared up planes will of course tell you it’s a non issue, it has been repaired and documented properly, bla bla bla. The decision has to be made by you the buyer and the question boils down to this: do you really want to pay for an airplane that has DH? Irrespective of the price. It will always be in your mind every time you fly the thing. It is also the one thing that negatively affects its value and you can do nothing about. Like location location location in real estate. My personal opinion: I’d never even look at a geared up plane. There are plenty of NDH candidates. No matter what anyone wants you to believe.

Congratulations.

I've posted it a number of times on MooneySpace, but here it is again in flight. It is a dream panel. The addition of the GFC 500 was the icing on the cake. The autopilot holds altitude based on the G5. As you can see, it is perfect. Change the Baro setting and the airplane corrects altitude automatically. Enroute VNAV is magical, once you figure it out. I love the YD. This panel confirms the benefits of using one manufacturer when possible for interface simplicity. The EIS system wasn't available when I did the upgrade, however, due to the additional capability of the MVP 50 and the additional screen real estate gained, I would have chosen it anyway. Luckily the WX 500 did easily interface, as did the Shadin used as a backup for fuel management. I added the GCU 485 a month before the GFC 500 was certified for the Bravo. It is used mostly for Baro setting only now. Had I known the certification of the GFC 500 was a month away, it would not have been necessary. With the latest system update to the G500TXi you can change the display aspect ratios between the PFD and MFD on the fly, which I find very useful if I want a better look at the MFD..

it is a shame to see part of history destroyed but it is nice to know there are a lot of pictures and good memories. my wife and I were lucky enough to get a flight in Fuddy Duddy when Geneseo air museum was around, It is a flight I will never forget. I just wish we had pictures from it. Brian

In theory I believe the the defrost are always on. Given that one of the hoses to the defrost may have fallen down and can't get up.

Denver south on the east side of the Rockies, then make the turn around the southern toe at the Las Vegas VOR or south if you are more comfortable. Be aware that the balloon fiesta is running for about another week and there is a lot of air traffic (they launch several hundred at once) following the winds. West from the fiesta is not common. North and south with valley winds is frequent. There are some long distance flights/races to the east or north depending on winds. Might be some TFRs, don’t know about that, but I would be sure to check. Grounds are on the north end of town, sort of near Double Eagle. I don’t know what they do for air traffic control for the fiesta, maybe someone local knows.

My max is maybe 10 in a day. Depends on day / night, whether I have had full sleep the night before, weather, etc. Flying AUS to ILM in a day with a fuel stop and a plane full of precious cargo I called it quits over ATL after it got dark and I was starting to get tired. Landed at Hartsfield, spent the night in a hotel and went to the delta museum the next morning. That was preferable to trying to slog it out.

I've done a few 5.5 hr non-stops followed by 1-2 hr legs on O2 by myself and that's about my limit. I find that my energy level and alertness stays at a very high level until I get home when I'm completely wasted (I avoided using the verb "crash" here). I feel like the effects from the mental stress of constantly checking instruments, talking to ATC, and otherwise flying is latent for me, which can be dangerous.

Not in my experience. I've used various cards of different brands and sizes to update a 650, including an MMC card in an SD adapter. No issues with any of them. As I mentioned, the Garmin utility formats the card when you run the updater.

If all your regulations move from Part 91 to Part 135 you may have to go back and make certain that all relevant Service Bulletins and STCs are brought up to speed for Part 135 operation. Many things that are optional under Part 91 are required under Part 135, and it may be a fair amount of work to research what may be missing and bring it up to current. You may also have to make certain that your maintainer (A&P) is okay with the relevant drug testing, etc., required with maintaining Part 135 airplanes. There are a LOT of changes in maintenance requirements beyond just adding 100-hour inspections. There was a similar outfit kept calling about my airplane. I let them know that they'd contacted me illegally since my number is on the Do Not Call list and we had no prior business relationship, and told them to lose my info. Haven't heard back.

And we truly enjoyed having you Walter! THANKS AGAIN for doing the lunch 2 years in a row for us on Airport day! Looking forward to flying in N102PA in comfort....

I fly a be58 with colemill fox star conversion. You should figure 3-4x the operating cost of a well sorted io-360 mooney. Fuel stops are more frequent and usually taking between $300-400...and that’s while operating LOP. you’ll get ramp fees simply for having a baron. The heater overhaul to do away with the AD is $4-5k... insurance is 3-4x mooney. Not sure how much of that has to do with difference in Hull value though. Annual cost difference at my shop is about 3x more for the baron. You will see 180-190ktas depending on how you load and operate it. Io-550 is smooth LOP, but I’ve not flown OEM engines or props before. I love flying it. It goes where you tell it to go. But, when I’m on the ground handing people the owner’s credit card all the time, I’m sure glad I have my F model. I have considered a twin Comanche before, but it’s hard to find one that I want. Two engines take pucker factor out of enroute flying, but you have to treat EVERY takeoff like it is the one you will be SEO.

Wright Brothers. They actively were in conflict with Glen Curtiss during the early days of aviation, and while Curtiss eventually won in terms of business, the WB's came out ahead in terms of writing the history.

I think it might be this forum with a member with a .sig quote something to the effect of, "An airplane is safe in the hangar, but that is not what airplanes are for." That pretty much sums up my feeling on it.

Hey man, I don't know about spare parts. But I am super glad to hear you are safe and well. Those birds are heavy. To that end, i suspect you have structural damage in the vertical tail.

Do you exercise the system regularly? The membranes inside the TKS panels can dry out, I think they say it should be turned on at least once a month...