Bob - S50

Welcome David. Sounds typical to me. In 7 years of flying our 78 J I've only been able to hold the nose off after landing about 3 or 4 times. Just work toward touching down smoothly just as the stall warning starts chirping at you. Have fun. Bob

Welcome back to GA. The best EFB will depend on your personal preferences. Do you like Apple or Android? Most of the EFB apps will give you a free trial period. Some are free for ever and some cost as much as $150 - $200/year. Here are some you might look at: Garmin Pilot (both Apple and Android) - the one I use. ForeFlight - probably one of the most popular Apple EFB's iFlyGPS Avare Naviator Several others, the names of which escape me at the time.

Glad to hear it worked. I sold the KC295 on Beechtalk to a guy who only wanted the altitude card. I passed him the email addresses of two Mooney pilots looking for the part.

See my comments above in red. Have fun.

Ya, I thought about that too. But even the GT-50 only displays time when on the time page. Even our current TSO'd Davtron can display EITHER a timer or the time of day. If they ever want to look at my plane I can live with leaving it on the first page. I don't know that I'll ever need a timer anyway. And if I get down to the point where I NEED the AI, I can always use emergency authority. In reality? If I'm VMC I'll probably leave it on the clock page anyway. If I'm IFR on the ground I'll probably leave it on the clock page to confirm I've met my release time. If I'm IMC, I'll probably put it on the AI page. After I land, I might go to the flight & engine timer page to see what to put in my logbook.

I talked to the local FSDO at the aviation trade show in February. Here's how the (paraphrased) conversation went: Me: I have a Mooney and I know that the clock which is required for IFR has to display time to the second. And I know from decisions that it must be panel mounted, it cannot be a watch or tablet. I also know from decisions that the device showing the time can have more than one function. That is, it can be more than just a clock as long as it displays the time. Him: Correct. Me: Does the clock have to be TSO'd? Him: No. Me: So if I want to install a device that includes a clock that isn't TSO'd, I just need to make sure it doesn't interfere with any other instruments in the plane. And if that device is approved under NORSEE, that's already been proven. So can I install a multi-function device that has been approved under NORSEE as my required clock? Him: Yes, as long as it continuously displays the time. I also talked to the UAvionix rep at the show. They are working at getting formal approval under the same ruling about the Davtron GT-50 being suitable as a minor modification. Here is a link to the GT-50 approval: GT-50 Kind of interesting though that the GT-50 pictures I've found do not show seconds. Take all that as you like, but as for me, I'm taking that to mean I can install an AV20S as my clock.

I have also done some of that thinking. If my GTN650 dies I have: tablet, KNS80, radar vectors using my #2 comm. If GPS dies I have my KNS80 and radar vectors. If I have electrical failure I have dual G5's and tablet on battery. If a G5 fails, I have the other G5 and a TC. I'd like to put an AV20S in as my clock when needed but acting as another AI when IMC. That would give me three attitude sources (G5, AV20S, TC) to make it easier to pick the odd man out and decide which one I believe.

Yes it's working and I love it. We did end up using the King trim switch because the one called out by Garmin didn't fit in our yoke. Our shop reconditioned the King switch for us before they put it back in.

It mostly depends on how you treat them. We have a '78 J, tanks are original, no leaks. Just keep some fuel in them, don't keep them parked them in the sun all the time, and they'll last a long time.

For our equipment documents I started with PDF files. I then played with the print settings. I don't remember exactly what I did, but here's what might work for you. 1. From the menu select Print so to get the pop up print dialog. Don't hit the print icon because that will print the entire document. 2. In the Pages To Print section I selected Print (so I could specify the page numbers). 3. 1,2,4,3 4. In Paper Size and Handling I selected the Booklet option. 5. For Booklet Subset I selected Both Sides. 6. For Binding I selected Left. 7. For Orientation I selected Portrait. 8. Finally I selected Print to actually print the page. Doing that prints page 1 and 3 on the front side of the paper and 2 and 4 on the back side with 4 printed behind 3 and 2 behind 1. Repeat for each set of 4 pages. 5,6,8,7 then 9,10,12,11 and so on. Use a sheet cutter to cut them down to size, place them in the proper order, and bind them with a spiral binder. Have fun.

Do you really do this? That is, if you find yourself high, you level off until your speed is below minimum drag so that a reduction is speed actually requires ...more... power? You then drop the nose to maintain that lower speed? And then when you approach the proper glideslope you lower the nose even further until your speed is above the minimum drag point? That is, the area of the drag curve where a reduction in speed requires ...less.. power? And if you do, how do you determine what that speed is? Are you using AOA? A calculated speed? Vy? I'm less elegant than you. If I'm already at idle and still too steep I just slip the plane until I'm happy with what I see. Inquiring minds want to know.

It depends. At Holloman AFB the AT-38's treated runway 16 almost as two runways. We were supposed to land on our HALF of the runway. With a touch and go ahead of us, we could do a T&G or full stop on our half with the other airplane still on the runway and only 3000' spacing.

Thanks Paul. Just to make sure you have my address, I sent it to you in a PM. Bob

I'll modify that a bit for my standards, but without points: 1. On speed in the touchdown zone. No credit for touching down where you want if you are going like a bat out of hell; especially in a Mooney. 2. On or close to the centerline. 3. Firmness appropriate. With lots of runway that is dry or wet: smooth. And by the way, it's easier to be smooth on a wet runway. On a snow covered runway that is short: firm to get the wheels spinning. Screw the passengers. They probably won't thank you for not letting them off at the Chevron station just off the field, but they should. 4. Excellent lateral control. If your head is whipping side to side as the nose swings left and right of the centerline, no credit. 5. Normal braking. If everybody in the plane is thrown forward by the sudden application of brakes and has to struggle to sit back upright: no credit.

Here's what I do in our J, but you may choose to do it differently. And that fact that we have electric trim can make a big difference. Once I make the decision to go around... Cowl flaps open Mixture full rich (at sea level or close to it) Prop full forward Throttle full forward Check for positive rate either visually if VMC or on the VSI if IMC Gear up Watch for 80 KIAS and increasing (not decreasing) Flaps up and start running the trim nose down to offset the trim change Maintain the climb and accelerate to 100 KIAS Pitch up to maintain 100 KIAS. Cowl flaps to trailing

Paul, What is the earliest date you want it to arrive? I will ship it to arrive on or after that date. Bob

Paul, Since you won't be home until 3/12, I'll wait until then to see if I get a better offer. If not then I'll accept your offer and I'll send you a PM with my address. How's that? Bob

My original idea was to use the original design with mods that have already been approved to build an up to date slightly improved version. That incurs very little extra cost. If we start changing the design then it essentially becomes a new airplane with all the expense of certification. I doubt Mooney would want to have homebuilts out there that look exactly like the certified version for liability reasons. However, if they wanted to offer a kit, part of the 49% work could include the welded structure. If someone wanted to make all those changes and market it as a kit they could call it the Newny or Money or Nooney or something else. But they would probably have to do their own design work because I don't think Mooney would give that info away.

It was working when we pulled it out.

I can't believe nobody wants a pitch trim servo for $200 as a backup for when theirs quits.

This is probably already on here someplace so it probably belongs in an FAQ section but... If I had the money and were to buy Mooney, I'd start making new 201's and 252's with the following changes: 1. Use the 2900 lb. gross weight frame. 2. Make the one piece belly pan standard with as many antennas as possible buried inside. 3. Include light weight starters and alternators. 4. Electronic Ignition standard. 5. Include the Powerflow exhaust as standard. 6. No vacuum system. 7. Cies floats standard connected to owner choice of either JPI or EI primary engine monitors. 8. Owner choice of displays/avionics/AP with options from Avidyne, Dynon, Garmin, Trig, and TruTrak. 9. AV-20S as a clock. 10. AV-30 to replace the TC. Time for me to wake up now.

I would leave out subjects that are purely subjective like #2 and #3 above. IF there was such a section, answers should be fairly objective such as: 1. Advantages of running LOP. 2. Advantages of running ROP. 3. How to operate LOP. 4. Techniques for a cold start on a fuel injected engine. 5. Techniques for a cold start on a carbureted engine. 6. Hot starts with fuel injection. 7. Hot starts with a carburetor. 8. Airspeeds for landing. 9. Typical cruise speeds for a C, E, F, J, K, ... ...

We have ours done by a local mechanic about 50 yards from our hangar. For the landing gear SB we take it to TTD. I have not heard any reports about BLI.

Now that I think of it, the Air Force used to have us do something that civilians never do. At towered airports (the only kind we flew to) the call on base was "Callsign, base, gear down, landing type". Verbalize the gear down call over the radio and tower used binoculars to visually check the gear down. In 3 years of teaching T37's I only had one student, one time, forget the gear. In the Tweet the IP could mash a button and make a radio call without the student hearing what we said. I told the controller that I knew our gear was up and asked him to send us around on short final. He did. When the student went to raise the gear and found the handle already up, it sunk in pretty well. I doubt he ever made that mistake again. I didn't even bust him on the ride and I was affectionately (or not affectionately) known as "Hatchet Patch".

I would never scold for that. That is another good way to burn calories!