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Thought about going out for a short flight today. Checked the airport webcam and decided to stay home

How’s this one? Almost complete, center stack in a year or two.

Public Hassling of the OEM avionics guys is a terrible idea... If you need to find Trek you know where to go? Best regards, -a-

Imagine being a day late to the cool party... -a-

Dang, man! Your last few posts seem to have a pretty bitter tone to them...is there something YOU are not sharing? I mean, it's not like other manufacturers don't have issues, or have the latest state-of-the-art systems come out every six months. How long was the 430 around before the 650 finally showed up? I don't recall you bemoaning how ancient Garmin was. Frankly, I'm not a fan of touchscreens in the panel; a little turbulence and they are a hassle. I give Andy a lot of credit for coming on here, admitting the issues, and offering to help people out. I don't see other major avionics manufacturers like Garmin or BK coming on here to answer questions and discuss their problems.

not sure but I think he needs a bigger signature map

Didn’t get to overfly Little Butts on the way back, but my co-pilot got some stick time and practiced talking to ATC. I think he’s almost ready to solo! Floated in the Ether longer than I would have liked because of the headwind.

The TT/BK Autopilot belief summary: Excited ---> Optimistic ---> Less optimistic --> Mildly Disappointed ---> Mildly Irritated ---> Angry at myself for believing the hype ---> No longer believe Now I can visit this thread for the comedy

That's just Pete, don't take him seriously. He is harmless. Just understand he believes another product line is the best of the best. All products and Manufacturers have their pros and cons. Some are a closed loop system and some pay well with others, kind of like us on here.... Andy, welcome to Mooneyspace! I was talking with James Buck the other day and we am excited to hear some of the improvements there! Can't wait for April/May timeframe as well!!!!

I’m shocked that that anyone is surprised that Garmin doesn’t go through the time, effort, and expense to certify competitors equipment.

Go get a beer and a lawn chair. Walk up to a nice hill overlooking the lake. Look over the beautiful view and consider how great it is and don’t worry about it.

There is a plan in the works to take it somewhere to have it done.

1971 MGB, Parkers Porsche is cheaper and faster.

Why does this new thread feel like a drive-by shooting?

OK. Problem solved. I went to the Hartzell maintenance manual 115N. Ran the applicable trouble shooting procedure and discovered that there was no grease in the prop. I greased it IAW the instructions and flew it and it worked perfectly. Now to give the previous owner's mechanic a call...

Hahaha! I commend all of you guys for waiting so long to drift this thread . A group of true professionals!! Frustrating but a humor helps...

Oh, that was easy. Endless loop. So yes, the first time I had to wait until there was an actual thunderstorm, but after the first one then I knew when the rest would be coming. Took a little planning is all. Makes this weather stuff easy, no great trick to it.

My 1st three cars. Wish I would have kept all of them

Nope!!!! Nothing too major, believe me. Pete will not be happy, let's just say that.

You know, I just tell them that straight up. If they come back at me later with “Will we be able to go?” I tell them exactly the same thing. If they persist, I tell them my job as a pilot is to keep them safe. But as far as forecasting the weather on a given day, I have that nailed. I have this DeLorean I have all rigged up to help me. Finding a good flux capacitor was a real bear once the factory closed down, had to sift through a lot of junk yards to find one in good working condition. Personal use only.

I don't fly myself because it's cheaper, that's for sure. I fly because it's awesome, but more importantly, I fly myselft because of the flexibility and because I can make travel an adventure with my family. Sent from my Pixel 3a using Tapatalk

As backup for those pesky GPS outages —

I'm glad to know you agree/believe this too. Its far too often people like to deny the truth you so openly shared. Sent from my Pixel 3 using Tapatalk

I find windy.com to be very useful as it predicts thunderstorms, cloud cover and wind not only at surface level but also at altitude plus many other useful features in overlay pictorials. Have a play around with it.

I’m the voice at the back of you head? The governor system is proven to not be working properly... could be a simple oil leak. Fly it... risk overspeed of the engine... manually watch/control rpm, full power can’t be available... This goes in the do not fly box until the problem is known... In the shop... it is easy to pressurize the system to know where the leak is occurring... To continue to fly it and hope the engine tells you what is wrong is relying on hope... Hope makes a crummy flight plan... So... Where does this rant come from..? My M20C lost the disc seal at the back of the shaft.. it leaks oil pressure into the case... To produce enough power for continued flight it is in or near the overspeed range... or while flying the plane the rpms climb well past the governed range... The prop would have to be set-up with impossible precision to have the stops be in the right place for 2700 rpm... it just doesn’t work that way... You might consult with out prop guy to better understand what you want to do... @Cody Stallings Call me a friend, looking after the health of your engine... PP thoughts only, not a mechanic... Best regards, -a-

Hate to sound critical here, but those hard elbows both forward and after the red cube are major violations of the instructions. If you want it to read accurately, it can’t wirh all that turbulence going through it. You need straight fittings and gentle bends before and after the transducer. If it doesn’t read accurately, then the fuel remaining is off. And it’s off more at some times than others.

Keeping a good grip on the throttle is good practice on take off after you've added full power. My seat slipped back once and as I slid back my hand pulled the throttle back to idle - it was a few seconds of getting it back in control on the ground and coming to a stop, but at least the airplane didn't take off that way.

According to the Internet, Chinese and Mooney in talks with Supermarine Aircraft company to market advanced trainer. @carusoam Maybe you can tweet this back with a "Belief" meme... @Blue on Top Think you guys can manage that with the above specs + 1200 mile range w/ reserves?

^ That is my paddle shifter ^

The 275 doesn't need any adapters. You can look at the pinouts on the Instructions for Continued Airworthiness, it has every pin imaginable already there. You just have to pay the upcharge for the Autopilot version.

All companies have product failures . . yes even the beloved Garmin https://www.beechtalk.com/forums/viewtopic.php?f=21&t=177136 https://www.beechtalk.com/forums/viewtopic.php?f=21&t=150406&hilit=G500&view=unread#unread

I bought my Mooney without ever sitting in one or flying in one...go big or go home!

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...

You're not going to find any useful weather forecasts for 3 weeks out. https://aviationweather.gov/progchart/sfc?fore=thumb However, starting a week out, you can start following the prog charts to get an idea of how things are trending and planning. If you see a 3 day window of good wx in the region you are planning (in other words trip day +/- 1 a day) you're in pretty good shape. If it's iffy, you'll have to wait for more info closer to. https://aviationweather.gov/windtemp/plot Starting about 3 days out, particularly in winter, you'll want to start watching the temps aloft as well. Select Plot > Temperature, Vert Level > Cruising Altitude, Time > Departure/Arrival. This plots the forecast temperatures aloft around the entire country. Can help with thinking if icing is a concern or not. Lastly, it's not the weather that you're going to be planning 3 weeks, 3 months, or 3 years out. It comes down to knowing how to plan trips in a private airplane to account for the unexpected. And weather is not the only concern. Maintenance problems, pilot health issues, etc. I've done a lot of trips around the country and nearby countries and have found that short of major maintenance issues, I can make just about any trip in +/- a day. Heck, usually it's +/- morning vs evening of the same day with IFR capability. As the more accurate 3 and 1 day out forecasts start to come in, I start planning a contingency. If the day of my trip is looking impossible, I might leave a day early to make sure I make it on time. Worst case, I usually plan a low key day the day after arrival just in case I arrive late. So in other words, never plan an important business meeting on the day of arrival or the day after arrival. Have that buffer of coming a day early or day late. That covers the vast majority of incidentals. Even things like needing a starter or a tire, not just weather. I think of this strategy not only as a weather strategy but also largely as a risk mitigation strategy. Many accidents are the result of getthereitis. By planning a 3 day window for getting places, it greatly reduces the pressure to perform a flight or continue a flight when you should not. Even with the best of advance weather planning, what you actually get can be quite different. There's always the possibility of having to cut it short or divert. So, having reserve time planned is important. With that said, the majority of flights go smooth and as planned. Usually there's a way to divert around weather (if it's not at the departure or destination) or alter the time a little earlier or later to make it work. The spare days relieve the pressure and help deal with more severe weather. And finally, when that plan isn't good enough, it's time to start thinking about other modes of transportation. Particularly the train or greyhound because even the airlines can be affected by weather. The kind of weather that will ground us for multiple days in a row (hurricane, snowstorm) is probably going to ground them too!

Not to mention about 300 dollars labor removing and inspecting EVERY ANNUAL !!

@Alan Foxmaybe. But if you are shocked at a $1600 overhaul you may want to skip getting quote on a Powerflow, it will be about 3 times that.

The wag in me would also use it to show where the airways are getting worn out and will soon need money for maintenance, and that I have a company that can do it.

I think the consensus would be to take it to Southwest Texas Aviation in Simthville (84R) http://www.swta.net/

Now I feel left out, as does my Mooney... :\

Everything I see so far suggests a very good thing of these GI275's is they may well take a minimal amount of install time vs almost anything else, even vs the G5's and certainly less than a panel rework like an Tix, g3x, aspen etc so that would also be for a big savings. I would like to see them promise GFC500 forward compatibility before I would dig in too deep. But if I get to my May annual and that is not clear, I might just get one, for the KI256 replace and leave the Swiss watch HSI in place and wait and see a bit longer - a well working KFC200 is a lovely thing at least while its working. so a single gi275 might be just the thing to do in an incremental step indecision kinda decision.

There is no shortcut. You have to do Continental SID 97-3F to accurately set up the injection system.

My Ovation has built-in oxygen and I use it on almost every flight. My O2D2 automatically activates at 5000 ft and turns off below 5000’. My wife used to almost never use oxygen since her oxygen saturation was always good but tried it out a few trips ago and now uses it on every flight as well (says she feels more refreshed and less tired at the end of the trip). If I didn’t already have the tank built-in I would just get the O2D2 system and a portable bottle as mentioned above. It will probably last you at least 3-6 months and is super easy to fill. Kudos to you for using oxygen, even when you don’t “have” to.

Jim, It is a little slow, but works well. After I land I have turn off nav lights on my check list and it lowers while I am taxiing. I lowers in less than a minute.

Typical airline cabin attitude is 8000'. If your wife is falling asleep it may or may not be hypoxia. To be sure you should check her with a pulse ox meter on her finger tip. They are cheap enough, about 40 to 50 bucks at CVS. I thought my wife had low saturation, until I checked it and hers is better than mine! She just falls asleep in riding in vehicles. If you get an O2 system you are going to want one anyway to verify appropriate O2 flow. If your wife has low blood O2 saturation on a regular basis you may want to spend the money on a portable O2 concentrator rather buying a whole O2 system. They are about 3 grand, but if your wife has to use O2 because of chronic low blood saturation, it would be cheaper in the long run. They make battery units and even battery units with 12volt charging, so it will run forever. Check out Inogen.com I can tell you for a fact a new Kelvar bottle and regulator will run you 3 grand (I just replaced mine on EOL basis) , then you got the mounting hardware, the plumbing, the ports, the masks AND then all the labor to install it. Plus about 100 bucks every time you fill the bottle. You could most like buy 4 concentrators and be money ahead. I used to live on the West coast and did a lot of mountain flying. I certainly am not the same man now as then, but really with careful planning you can fly most places without O2. I ferried have ferried a lot of airplanes across this country, the latest a PA18 SuperCub with no O2 from SEA to ATL. In my Ovation, I have used my system only once, when I went to 15K to top some weather over the Dakotas. Other than that, I have not used it. Personally I would rather have a couple of concentrators sitting behind the seat when I need O2 rather than the built in system. Lower maintenance, less ongoing cost. By the way, why would you go over the top of ATL Class B? You can't see see General Lee on Stone Mountain at 11K!

I wonder if my seat track broke free if I’d have the ability / clear thinking to 1) let go the yoke abs or 2) push the yoke forward with a knee / foot. Seems like a good SOP is to use the Kerrville grab bar during departure like Paul.

I saw the pics of Don Kaye's Bravo. My application will be a little different in the Ovation panel and keeping the legacy GTN 530/430 for now. War Eagle - technically, it is Go Tigers! But we have a lot of strange customs.... Kevin knows of a Jake but not sure - typical engineer I guess. We are proud of him; he has a visual impairment and had to work hard to get this far in life. Lots of answered prayers to see that kid start a career and live on his own. He was my first passenger as a new pilot and also my 1st passenger in my 1st Mooney.

I guess like anything else I’ll have to get accustomed to it. I know these systems shift for more seamlessly than I can with an old fashion manual with stick and clutch, but it just ain’t the same.

Good morning, As a lot of other users can attest, our Aspen system provides the best bang for your buck. The system is truly designed to protect you as a pilot in the investment of your aircraft. Start with one screen, then a second and maybe a third over the years. Its not an all or nothing approach. I would consider Aspen Avionics a true "retrofit company" as opposed to a "forward fit company". Aspen products interface with your existing avionics, no panel modifications (major) are needed, and our willingness to work with other manufacturers and have an open architecture allows you not paint yourself into a corner in regards to your upgrades. As far as a addressing the "systemic" issues. All manufacturers have the some hiccups from time. Although the failures may seem systemic, they are rarely the SAME failures over an over. Once an issue is identified we can resolve in a fairly quick timetable. I know that things and processes are always changing in regards to the factory and manufacturing to ensure the failures are as few and far between as possible. I would be happy to discuss if our system is a good fit for you based on the type of flying you do, your existing equipment, and your future plans. To be honest, after a good conversation our system is just not what you need. I much rather have a happy customer that bought our product knowing it was a solid fit from them rather than a customer that was "sold" a system and is unhappy.