Robert C.

I had the AOA Systems "Legacy" installed (hey, I'm a member of the CB club ) and am getting more comfortable with it every flight. If you fly Vso (blue dot) you will generally fly slower and land in less distance. The flying slower part took some getting accustomed to, not very comfortable the first few flights. What was most Intriguing was the speed difference it commanded between light and heavy. When light I found myself at 70-72kts and with my wife, some stuff and a goodly fuel reserve I'd be flying at 75-76kts down final. Very cool, and clearly safety enhancing. Robert

hmm...nope, haven't had that. Every few weeks or so the HDG on the HSI won't come up and then recycling the power on the G1000 works to make it initialize just fine. Sorry I can't be more helpful. Robert

ditto, but both of you are a lot more experienced than I am Original flight plan was to go via RDU to KECP. But I had changed my flight plan last night to go via WV and West of the Appalachians so I knew I'd be able to get there comfortably. What caused me to cancel the trip to the Summit was the return. With Joaquin on the way in and all the uncertainty about weather on Sunday and Monday I decided that discretion was the better part of valor. Mike was very understanding...so we'll try again next year

hadn't thought of clearing the browser cache, will do that when i get home. Thanks for the suggestion! Not sure how I'd check the extensions, i'll have to research that.

Sure, but then you wouldn't have learned the little tidbit about Roanoke TAFs often being wrong because of its location relative to the mountains. I filed that in the memory banks in case I'm ever headed that way. The board gives you access to people from the area with local knowledge, which I consider always useful. I know I learned from various people's views on what is acceptable (to them) risk and it helped me calibrate my own risk tolerances. "Strangers?" perhaps, but many of us know each other from having met at events and/or through this forum. I don't see anything wrong with wanting to test your own thinking, especially with people who you know will care about the quality of your choices.

Was wondering if anyone else has the same issue. Using my work laptop (Lenovo X240) it doesn't matter if I use I.E. or Google Chrome, AOPA Weather says it's v2.3.8 and works beautifully My personal laptop is a 2-year old ASUS, recently upgraded to Win10 from Win7. When I try and run AOPA Weather on this machine in Google Chrome I get an error type screen and an offer to tell me more about v2.3.7 I cannot find a way to point it to open v2.3.8. But when i fire up I.E. (personal laptop) it goes straight to v2.3.8 and works fine. This has been the case for 2 years now, so the upgrade to Win10 didn't help (or break) anything. I can't figure out why it wouldn't play nice with Google on one laptop even though it gets along well on another laptop. Anyone have noticed something similar or have trouble shooting ideas? Thanks in advance. Robert

The nice thing about KRDU is that its a big towered airport with several different approaches including the ILS approach, but you may have a problem identifying an alternate with 600 or 800 ft ceilings. The main/other principal risk factor is the lack of options if something goes wrong. With such a wide swath in deep IFR conditions I chose to avoid the dilemma but appreciate you don't have that option as KRDU is your destination.

Greg, i was going today to the Mooney Summit and planned a lunch stop just past KRDU (at KHRJ). Last night I changed the route to go West of the Appalachian mountains for the very reason you are now (re)considering your options. just this morning I cancelled my trip because I don't want to deal with Joaquin on the way back onSunday or Monday. good luck, and fly safe. robert

Sad to say, I just e-mailed Mike to cancel. I figure I can get there today, staying in my comfort zone, by routing west of the Appalachians rather than the coastal route, but the big challenge will be getting back to New England on Sunday and Monday when Joaquin is expected to make life miserable around here

I found mine in the (Mooney) bag with the logbooks. Sure hope you find them as I understand Garmin doesn't make it easy to get replacement cards. If you don't see them right away you may want to contact the previous owner and ask him/her where they were kept. Good luck!

Thank you! Very helpful. I've been wondering about that "mushy" feel and now I'll stop worrying about it and won't try to force it any more.

David, Thanks for continuing to chase this for all of us. Much appreciated. Hope that we'll get some solid advice from them during the Summit on the full upgrade time line. Look forward to seeing you there Robert

Jakob, Looking forward to your Pirep. the 4-bladed props not only are described as performance enhancing, they look cool too! Robert

back to the topic of whether you can out-climb the predicted rain: here is another really useful skew-T page that allows you to gauge ceilings and tops along your route: http://skewt.meteor.com/

@Mike, or others who know the area: The long-range forecast looks good for weather, but things change Is there a typical or recommended Alternate for KECP that you recommend when filing? Anything we need to know about the various MOAs surrounding KECP? Thx in advance Robert

I researched Reiff and Tanis extensively, and after discussing it with my AP decided to go for the Reiff (Ovation so with IO-550 engine). Cheaper and just as effective in the places (inside the engine/oil pan) where it matters. Worked like a charm for me during last year's brutal New England winter. YMMV as they say

Yep, the G1000 display goes to 2700. My recollection is that the STC requires a separate Tach meter to be installed, but I don't have it handy to check. Robert

Mine actually comes with a new Tach meter in the dash board. Its the kind with a digital window and the little lights around the edge, which of course goes to 2700. A button allows you to cycle between seeing rpm and Tach time on the unit.

OK, not sure how qualified I am to comment as I'm not a jet jockey and only 1 year IFR rated but here goes anyway: No comment on the FBO guy and his request The Falcon undoubtedly had his clearance with a "hold for release" which he was given before taxing. He most likely was instructed to taxi to the runway, call clearance delivery or FSS when in position for release. He may or may not have been given an estimated release time at that point. Now think about his position. He gets to the runway, turns into the runup area, calls Clrnc "ready for departure". Clrnc Del: Roger, Hold for Release. 3 GA aircraft taxi up, line up and wait for the 2 guys in the pattern to land. Clnc Del: Falcon 22X released, void time 3 minutes, contact departures on 000.00 once airborne. Uh...oops clnc del guess Falcon can't make it and will call you when able. And there he sits wasring fuel and busting his schedule and getting his boss and passengers mad at him without anyone to blame but himself. No run-up area? Even worse. He stays at the ramp, gets his release and he cannot taxi there quick enough to take advantage of it. Not too far fetched based on my own experience. I am based on a towered airport and have had to wait for the jet in front of me to be released and have in turn been responsible for VFR pilots behind me having to wait. But the tower is always clear. "Taxi to the hold short line and wait for release." That said: I'd be annoyed too having to wait 25 minutes, so I hear you loud and clear. Happily this isn't a daily ocurrence, right

Sorry Jeff, forgot to check that yesterday but believe it is the 0401.3 and I seem to recall it getting the bong at 200ft before. My MFD has never been replaced or upgraded. That all should happen when Mooney finally gets its test flight act together and gets our set-up certified for WAAS and ADSB. Robert

@Joe: had a chance to fly yesterday as my Ovation just came out of Annual Found that the Tach meter (installed with the O3 upgrade) and TIS (Time in Service) from the G1000 and the meter in the baggage compartment all show the same time elapsed. Which was about .8 hrs while I timed engine start to shutdown at 1.2 hrs (time in the pattern and low-and-slow flying to calilbrate the AoA indicator). One oddity is that the baggage compartment meter has 10 more hours on it than the TIS or Tach ?? So by my understanding of what a Hobbs meter is...I don't have one in my Ovation. The only aircraft system that shows engine on till shutdown time is on the G1000 Aux page, sub page timers. And that one of course resets as it is a timer. Sorry I can't be more helpful. Robert

Joe, I have a G1000 Ovation. Based on my observation the TIS clock time is clearly less than the time elapsed/HOBBS time. Even if it isn't called Tach it sure seems like it is. Now, i may mis-remember but as I recall the meter in the luggage bay shows the same time delta as the TIS which means it would show Tach?. On your next flight you can compare (I'll try and remember to do the same) the TIS, meter and "time elapsed from engine start to engine shutoff" (aux page). Robert

Olivier, Welcome to Mooney ownership! I have a friend flying out of Pontoise in a Bonanza and have so far been unsuccessful in convincing him of the error of his ways To get the SBs, I'd suggest shooting a short e-mail to Frank Crawford and he'll put you on the mailing list: fcrawford@mooney.com Frank Crawford Manager Technical Resources ______________________________ Mooney International Corporation 165 Al Mooney Road N., Kerrville, TX 78028 Phone (830) 792-2920 Fax (830) 257-4635 Robert

$50 for a 77CuFt tank at my FBO at KDXR

+1 for Falcon