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Where’s Peter Garmin? He should be saying how small the screen is and how unreadable it is. Wait, I see him. He is still in line for the KI 300. Will someone have the decency and tell him to get in the Kool Aid line? Sent from my iPad using Tapatalk Pro

While waiting on my overhaul, I decided to get the funk out of my interior. I removed both lower side panels, I think they were original, removed nasty foam and fabric and bought a few yards of certified cloth and foam from Airtex and attached with durabond. About $100. Also cleaned up my plastic with Alcohol and sprayed with Rustoleum. Kept the armrests, but removed the wood grained vinyl decal and replaced with shelf paper cut to fit. Repaired cracked plastic with several layers of polyfiber (i had some) glued with pvc cement. Filled cracks with painters caulk prior to paining. New screws should make it look almost new, cost about $35 to do all plastic. Trying to not do my seats yet, but if engine delayed again I might..

I'm more concerned about the crowd here on MooneySpace finding out I gear upped my plane, never mind my instructor.

Announcement coming tomorrow . . this might be able to replace the KI-256 . . . stay tunedhttps://buy.garmin.com/en-US/US/p/71902 ... 0-GI275-02 It also provides a backup to TXi systems - seems like lightyears ahead of the G5 backup in capability.

Chinoguy, What community is ‘our community’? It is hard to fit in a community when calling a few people immature and unprofessional. Most of us are not professional writers, maybe you mis-understood somebody? You have launched enough insults to be locked from MS... It doesn’t happen often... But all it takes is a few people pushing the report post button. Why bring the rain? What is in it for you? Your negativity isn’t helping you, or anyone else... You should join the MS community where people are generally here to help each other out... What type of help are you looking for? What type of help are you able to give? Want to start over? You seem to be having a string of tough days... Are you sure you want to share it here? Just a PP wondering why... Best regards, -a-

Probably in the bin.

My garage occupant needs to get kicked out to the open outdoor space currently occupied by Home Depot lawn bags in favor of a Porsche 718 Cayman. But the Altima is my sales car that gets 38 mpg (hwy) for a cool $9000. Also I would like to acquire an airplane to consume that oil on the left. Hope's Subaru not pictured. I built an attainable version of the dream car the other night on Porsche's site...718 Cayman with Jet Black Metallic exterior. I know a lot of people don't like the turbo 4-cyl that replaced the 6-cyl of the 981. Having driven both, I'll take either one. The 718 is a better car IMO despite the fact it doesn't sound quite as nice as the 981. And even I, the manual transmission purist, have been sold on the Porsche PDK.

If I remember right (but I'm old) the GAD is built into the box.

wow, is there really a demand for a ROUND gauge? That has to be the second stupidest decision I have seen gamin make. Round is antiquated and it waste space. The only benefit is flush mount in existing panels instead of intruding like a G5 would. One of my aircraft has a KI256 with a G5 below. If this was square like the g5, I would sign up today. RN, I will only consider this if my KI256 takes a dump... even then I might just decide to go nuts with a big flat SQUARE screen. The other aircraft has Dual flush mounted G5's.... There is no FD function on the top G5. Again, had this been square, I'd sign up today. Being that it is round, it is going to destroy the look of the panel. This one I will have to think about.

Exactly .... not. While the Aspens were getting long in the tooth and were ripe for a screen and processor upgrade, the IFD's and all the recently obsoleted Garmin products like the GTN's (new Txi versions) and the G5 (todays announcement) are still fresh and really have no need for a hardware upgrade. With every new announcement, Garmin is generating buyers remorse. Avidyne on the other hand, is handing out freebies with every new release. My IFD just keeps getting better and better. On the other hand, my G5 is now ready for the bin because the new stuff is in a new piece of hardware. AND I have to throw out my panel as well since the new shit is a different shape! No thanks, Avidyne/Aspen/PSEngineering/JPI = Best of Breed

I think it was the KI300 that killed the KI300

KI 300 RIP.

Iced runway? Hmmm ... just don’t use the brakes and all will be fine. Yves

My Infiniti Q60 Red Sport and my 67F. Always look forward to driving both of them! Sent from my SM-G920V using Tapatalk

Paul, I get what you're saying but don't agree- although I'd love to see the sales numbers for the GPS-175 and GNC-355. In my $40,000 M20C, I have a rock solid NAVCOM/ILS (KX-155) and a solid #2 COM. All I really need is a WAAS GPS. So my options are: -new GPS-175: $4300 -20 year old GNS-430W: $6500 -new GTN-650/Avidyne-440: $11,000 That's a no-brainer: new GPS-175 stand alone WAAS GPS. The kicker is, I can install the 175 myself and save an additional $2000. For your 252, I get it- I'd install 2 Aspens and 2 Avidyne GPS/NAV/COMs. And then I'd post pictures constantly just to piss off Peter Garmin.

My turn to share. All three of my girls in one picture. (The wife is in the passenger seat of the car. )

Hello everyone. I just picked up my Mooney from the Mooney service station at Lapeer D95. They replaced the control unit on the flaps, which Mooney guys (Kevin and Stacy) shipped it to them in those few hours they were open last Monday. What a great bunch of guys. Lapeer guys did a great work and everything is back to normal. Except the ice I picked on my 19 mile to KFNT all went great. Go Mooney guys. Perry

I interpret that to mean, its all physically and softwarewise built in but they are using the aviation industry standard concept that you pay extra to get access to features that are otherwise locked out by software.

Lots of adapters available to make a 3ATI hole fit a round instrument.

In summary, the overall message I'd give MS is this: Hard Markets (shrinking capacity, rate increases) are a lot shorter than soft markets. This whole deal shakeup should be over by middle/end of 2021. The general mentality at insurance carriers is "Get the increases while you can". What normally happens when rates go up is you get a lot non-aviation carrier interest and startup underwriting companies writing on that new paper. These companies have to buy up a book somehow, so they come in cheaper. Every other company has to decrease rates to hold onto market share.

There are so many unknowns in the scenarios presented: One loss is normally not a reason to non-renew a policy Exceptions to the above statement (but not always the case even under the below circumstances): There is one company that was new to light aircraft (big turbine powerhouse ins co). In recent history, they were non-renewing after one claim. This puts the Insured in a bind since other companies like the claim to be closed and in the rearview mirror by a year. A pilot is older (70+ for single engine aircraft, sometimes 75+) The loss was due to exceptionally bad decision making The loss was under questionable circumstances or there were false statements presented by the client in the claim investigation (moral hazard). Yes, experience does come into play. The nature of the loss comes into play as well (stupid pilot tricks or did someone just happen to find a pothole on the apron?). "It depends". The situation in aviation insurance is very fluid right now. Remember, rates have been going down for the last 15 years. A 20% increase in premium this year still doesn't get us to the pricing found when I started in this business in 2010. The cost of settling claims has gone up over that 15 year period even as premiums have decreased. Most shops and attorneys raise rates every January 1 or at least every few years. I've recently seen a few Mooney owners paying 10-20% less than 2010 rates in some select cases. Rates on the commercial side are getting back to those levels, but not yet on the light aircraft side.

As funny as this sounds, I agree. Along with tons of other flying thoughts with each flight, my mind also travels to such things before, during, and after each flight. And definitely when it comes to the gear....... I sure don’t want to create my very own “gear up landing” thread for you all....... worse yet, have one of you create it on my behalf! So, yes, check, check, check and recheck and think ..... what would my MS folks say? Yikes!!!!

The dealer webinar mentioned being a 256 replacement so it should cover a lot of the Mooney base.

I understand the unit actually has a GAD43 equivalent built-in...

Do they make it in a 2.25" form factor?

Actually we should further complicate that and Pilot #1 has an ATP 10,000 hours, 2,000 hours in a Mooney and forgets to put the gear down Pilot #2 has a Private, 200 hrs, 50 hours in Mooneys and lands gear up due to a mechanical failure.

I love all the previous discussions … Yes, I went all the way back through the 2013 posts and attachments . Yes, I'm a total aero geek. So, all the previous discussion is very typical of everyone talking about stalls, spins and spirals. Mooney people are no different in that respect. Then @PT20J (Skip) comes along and ruins all the "There I was, flat on my back" stories with the regulations (reality). Yes, the M20 (and all aerodynamic model changes) had to pass the 1-turn "spin" and recovery tests. These are called spin tests because they are in that section of the regulations. At one turn, the airplane has not advanced into a developed spin yet. More on this shortly. During the stall testing, the airplane is not allowed to roll more than 15 degrees OR pitch down more than 30 degrees (or it would be noted in the POH) with normal use of the flight controls and without exceptional pilot skill (iow, you and me flying). If your airplane can't do this, something needs to be looked at/adjusted. Now let's go after the spin/spiral. Odds of spinning (and not spiraling) are low - unless you continue to input pro-spin controls. With that said, both events are extremely frightening the first many times. Most pilots when the nose drops 30 degrees will tell the story that they were pointed straight down. The stories get bigger in a spiral as the nose is much lower … still not pointed straight down. Here's how we tell the difference (and the DA video is good to watch). If airspeed is near stall speed and not increasing, the airplane is in a spin (stalled). If the airspeed is increasing, the airplane is in a spiral (not stalled). Recovery from a spin is into a spiral (you must lower the nose to reduce the angle of attack (AOA). Yes, the angle of pitch will be very nose down, and pushing at that point is counter intuitive (which is why people don't do it … and we have fatalities), but that is what is required. So, the airplane will recover very nose low (good video over the lake). Once the airplane is in a spiral (and as others have mentioned), it will pick up speed rapidly (drag of the airplane is not a huge factor … more soon). Roll wings level and pull, now. If you want to know the force you will need to pull, try to pull 3.8G in a level turn. It will surprise you how heavy that is. Now for the drag vs. "pick up speed rapidly" follow up. Think of how long it takes for the airplane to accelerate in level flight from 70 knots to Vh (maximum level speed). The propeller is producing (I'm guessing here … and it depends greatly on your model) 600 down to 200 lbs. of thrust (the faster you go, the less thrust is produced). Now, let's look at the physics of the airplane. In level flight, the weight is producing no "thrust" (force along the longitudinal axis). At an AOP (angle of pitch) of -7 degrees, the weight is producing a "thrust" of 10% of the weight of the airplane (~250 lbs.). When the nose is down 45 degrees, the weight is giving a "thrust" of 70% of the weight of the airplane (1,500 lbs.). You get the idea. The weigh component at 70 degrees nose down is >> than the thrust of your propeller … even statically (where propeller thrust is the highest). The airplane no matter how draggy will gain speed very rapidly. Bottom Line: It is not during the spin that things may wrinkle, it is in the recovery (spiral) that speed will be increasing very rapidly. Hope this helps. Civil bantering appreciated. Keep the Blue on Top. -Ron

Lots of possibilities with these. My favorite idea is using one as a nice, always-on, dedicated traffic display in the panel without having to buy the whole GTN 650 / GNX 375 / GNC 355 / GPS 175.

So, back to having fun and dreaming ... I HOPE that someday there will be energy densities greater than 100LL; the real-world technology is no where near at the moment. In the meantime, though, we should be designing new airplanes that are electrically powered (hybrid until the power becomes available). Electric motors have vast advantages over current IC engines in many, many ways. In addition, the regulations will need to be "updated" for these new propulsion devices (motors), distribution systems and storage systems. Failure modes are completely different than today. PS. Electric airplanes are no more quiet or efficient than current airplanes. Aerodynamics are, well, aerodynamics. As our "father" once said, "They all fly through the same air."

My 77J has an airspeed anti retraction switch. No squat / WOW switch.

For me part of the fun of the summit is the trip there and back; getting to use my Mooney for what it was intended. I would be a bit disappointed if the summit was close to home. While I'm sure that relationships with airports, fbo, hotels and conference centers can be important when organizing an event like the Summit, I also think it would be nice if the location changed each year so that we'd have the opportunity to fly to and see new places. Just my thoughts... Steve

My wife has no interest in learning how to fly a plane. She's agreed to take a pinch hitter course but we haven't found one yet. Now even though I'm in very good health, and plan to keep it that way, it's always best to be prepared for an emergency. With that in mind, I decided to create a simplified, "let's avoid immediate death" checklist for her. This is not designed to teach her how to land the plane, but rather to buy her (and other eventual passengers) some time to talk to ATC, work out a plan, and hopefully find a way to wake me up. Basically if she follows at least the first item, plane will stabilize in straight and level flight and that is a big win already. I also realized it might be helpful to put some pictures in there so there's no doubt which buttons to push. So here's what I came up with - I left blanked out the tail number in case anybody wants to type in their own, although I realize every plane will have slightly different configurations, so the pictures probably won't work for anyone else. I can send you the .ppt file if anyone is interested. Hopefully bit by bit I'll be able to teach her some basics - how to turn to a heading with ap on, how to descend, how to slow down and bring the gear down etc. Incapacitated Pilot Emergency Checklist.pdf

Want to hear what was really scary? Losing my Garmin 430W in IMC in the winter, and having its antenna fail, which wiped out every gps in my cockpit due to the antenna failure mode (well documented garmin problem). Luckily I’m pretty decent with my KNS80... i was able to shoot an old fashioned ILS, break out and land. one of the best things I ever did was replacing that Garmin box with an Avidyne- haven’t had any problems with that. also, loving my Aspen Max displays- crisp, fast, responsive and with lots of user options/capability. All new hardware inside the case- it’s a top notch modern unit. You should try one before you knock them.

Just like my multiple failures on my Garmin GTN 650 -- ONCE WHILE ON AN IFR FLIGHT IN IMC. Nothing like being in the soup and realizing the $10k box you bought won't let you communicate... Now that is scary! Should have bought the Avidyne...

I wouldn't hold my breath. Gasoline is miraculous. Think about it, a gallo of the stuff can propel a car weighing tons 30-40 miles. Batteries don't improve at the same rate as computer components. Changes in chemistry are far more incremental.

I can testify that the wings don't fold up at Vne. Speaking for a friend...

‘82K and ‘17M4

Hopefully not Paul Allen https://en.wikipedia.org/wiki/Paul_Allen Mooney is already in enough trouble, having a dead owner won't make things better.

The great news about Aspen! I know Andrew has a really good relationship with the folks at Aspen, so that will be excellent when that interface is completed.

What about installing a gps navigator requires an avionics shop? I'm not impressed with these either. The functionality is pretty cool, but I think they're trying to cram too much into a single, small, unnecessarily round (and therefore artificially limited area) display. I think a smarter thing to have done would be to make them square and stackable, i.e., a square pfd that can sit butted up on top of a square HSI (or whatever they're configurated to look like), that can then blend the displays to look like a single, larger display if desired. You could still independently select display type on each, but they'd know there was two and they could share the space for display. e.g., an SV display could be spread across both instead of just one, or they displays could declutter by not showing too much duplicated info on each if they were both operating. Anyway, I see similar limitations to what others have mentioned. I was hoping for more, but it isn't to be.

The only car engine I've ever heard of that really worked was Rotax. That, and the Theilert Diesel engines were just jumped up Mercedes engines. Usually the things that make them attractive, low cost and low parts cost, get swamped by the increased costs of coolant and gear reduction. Also makes the darn things heavy. I think they do use in the WWII flying boats, the PBY Catalina, but only because they can't get the engine that goes in the darn things. We all complain about airplane engines, but they're actually really good at doing what they do.

Thanks for the offer. Placerville is a little over a 2 hour drive for me so I was hoping for something a little closer but if nothing comes up I may take you up on that. Besides I’m afraid to fly in a 231 because I figure I will like something I can’t afford :-).

Nah, I could install 2 G5s without any dealer supervision. If they had just made a dealer-only adapter to hook the G5 to the KAP 150 then that would have been great. And I'd only need them to do that one bit.

They regularly added new features via software updates on their models, at no charge.

Dr. Perry, well said. Kevin, Stacy, Steve, Frank, Angela, and a few are really punching for us, while being "rope a doped" themselves. Believe me, you have an army of guys looking for ways to make this all right for you.

Thanks for joining the forum Andy. Amen brother! People who don't work with software/hardware combinations have no clue how this stuff works. And then to add in Garmin's propriety approach, it just makes solutions to a problem hard. You are going to love the Max. When we first powered it up, I could tell it was much visually much sharper but didn't realize the improvement in processor speed until I went flying with it. They added some nice features like the METARs on the MFD's nav page, the blue banana and fixed a few things like leaving the N number up on traffic.

Yes Addison TX. Forgot to mention that... -Don

Friends, I must admit that I'm overwhelmed with the replies you've given to the thread I started. This is what I adore in forae (like @Blue on Top...): To debate ideas and learn from the answers. A big Thank you to all of you! Carlos