Robert C.

I don't I'm afraid. Mine is also talking to me earlier than I'd like. On my panel there is a button I can press to shut off audible alarms but I haven't tried to use that yet to shut up Betty.

Great timing on the revival of this thread 3 days ago I twisted the valve open, and perhaps past the stop. Now it is permanently open. Still have tension on it and can move it but it snaps back to open when I release the knob. Anyone know how much work (money) to remove the panel and work on that assembly ? Since it is switch is open but O2 doesn't flow without the Scott fitting with Oxygen cannula attached it doesn't seem to leak oxygen (pressure doesn't change) so I'm not interrupting this trip to troubleshoot it. Any tips welcome, I'm afraid that I'm not the most mechanically inclined or knowledgeable Mooney driver out there Robert

Trade-off time, only you can decide. for mountain crossing and hot/high DA work you'll want a Bravo. If you rarely fly that way get the 03 (or an O2 and do the STC). Sea level and standard conditions my O3 gets off the ground in 800ft max and climbs well over 1200fpm for the 1st few minutes. The Bravo will beat the Ovation at higher field altitudes I'm sure but I don't know it's performance numbers.

Thanks for sharing Brian. Good learning for us all!

My company doesn't reimburse either. Found it somewhere in the company handbook so it's been in there a long time, which is funny as I'm the only private pilot in the company If I were to hazard a guess, many companies start with a standard set of HR Policies and then tweak them. As a result they end up with some policies they never even thought about and don't discover until someone, e.g. you, asks about them. Then it's a lot easier to say "no" rather than analyze they how and whys of saying yes. Good luck with the trip. I spent the entire 4:30hrs from Atlanta to Danbury under the hood on a gorgeous VFR day and missed all of the mountains, DC, Philly, Manhattan and Atlantic seaboard floating by. Cheers, Robert

KDXR graet initiative! Robert

Sorry guys, had a day in Manhattan with my better half. Hope to make a future one. Robert

So, added 5 hrs to the logbook yesterday in 3 flights that got me up to 9000ft for extended periods of time, WOT, different rpm settings. Problem has gone away Seems like unplugging and replugging the wires coming from the mag did the trick. Thank you for all your input. Robert

I'm Danbury based, live in Stamford. The restaurant at the Hartford airport is pretty good if we want a local fly-in Or we can pick up Hank and fly him somewhere else.

Thanks guys. Just returned from today's flights. we unplugged and re plugged the tach pickup from the magneto and the problem did not recur today. Then again, I stayed below 5000ft and flew at lower rpm and speed in the bumpy weather we had. Tuesday I'm scheduled for several longer and hopefully higher flights and we'll know more. Robert

On my last flight while climbing through 4000ft the Tach on the G1000 MFD started spiking from 2550rpm to overspeed and back, flickering between the true rpm and overspeed several times a second. It did so until in the descent when it magically stopped. Same happened on the return flight. The engine sounded like everything was fine and the backup Tach meter that comes with the 310hp STC was rock steady at 2550rpm. So I'm confident this is an indicator/sensor/wire/G1000 problem and not an engine issue. My AP concurs. Yesterday we took the cowling off and checked the connectors going from the magneto to the firewall and found them tight, without play and without any visual indication of a problem. So that leaves us with a head scratcher. I'll fly again tomorrow and see if the fiddling with the wires and connectors solved the faulty indication but would be (pleasantly) surprised if it did. Has anyone seen this or have any ideas? Thanks in advance. Robert

Great Pirep. thanks!

Ditto

Those are tough decisions. I was scheduled to fly a PALS flight from Elmira to Philadelphia today and canceled yesterday morning when the TAFs and MOS were showing winds above 20kts and gusting 25+. Actual winds today at the preferred arrival time were 21G32 at KPNE. Moderate Turbulence Sigmet, LLWS. I had suggested to PALS that someone might be able to take her in the evening after things calmed down. 5pm at KELM 30G39kts. I made the right decision (for me) but was 2nd guessing myself till noon today. You really hate letting down someone who needs that ride.

Been doing that, and it doesn't show in my copies of the posts.....grrr

That map drives me nuts.....been trying to get it right sized, but without much luck. Thought I had deleted it now. Maybe not for past posts?

Thanks for the clarification. I read you too literally and assumed you meant a difference in the GPS units. Can do v airways on the G1000 as Russ wrote, but am sure the interface is simpler

Please do some fact checking before making statements. This canard has been proven false so often it just isn't funny anymore. The SR line has been spun successfully but Cirrus was able to get out from under the spin certification requirement because of the chute. Why wouldn't a smart company NOT take advantage of that opportunity to save time and expenses?

Now you have me curious In what way superior? I assume that both must give the same accuracy as TSOs WAAS units, no?

Thanks guys; a tremendous amount of great advice here!

Thanks Bob

Thanks Joe, link saved to my desktop as well

Well, that settles the timing issue I'll make sure it's a morning arrival. Will contemplate the arrival airport a bit more. I probably will be renting a car, and call around for ramp fees, etc. Thanks guys!

Doing some preliminary planning for a trip to Boulder, CO following the MAPA PPP in Chattenooga in early June. That looks to imply a late afternoon arrival. My daughter (non-pilot) lives in Boulder and mentioned that in the summer like clockwork skies cloud over around 3pm and CBs/Thunderstorms are not uncommon. The KBDU website notes that with west winds it can get very bumpy there. No IAPs into KBDU. So the question is: should I plan for KLMO instead or should I not worry too much about afternoon weather around Denver? What are prevailing winds in the Denver area in the 1st half of June, westerly or easterly? Any other tips and advice? Thanks in advance. Robert

Well, the plate says that props can expect 9000ft at KEATN so I don't think it's reserved for jets and other fast movers. I can't speak for Cleveland, but in the NY area I've been given a reroute to a STAR while 80nm out during a particularly bad weather day. Like you I was headed to a smaller airport at the edge of the Bravo airspace (DXR in my case). The logic is obvious: reduce controllers' workload by having you fly a fixed route where they can minimize interactions with you. In your specific case coming from the south and especially if you filed and are flying below 9000 and have Briggs in your flight plan I'd expect that you'd get vectors from Briggs. Good luck, and let us know what you get. Will be good learning for all of us.