Ragsf15e

Both setups i recommended had backup… just not what you think. You only need 1 gps and 1 nav (ils). If they are separate, you have two independent approach capabilities. Yes, gps is used way more, but if it’s jammed or otherwise notamed out, you want an ils backup, not another gps. So yes, some people have 2 gps, but im very comfortable ifr with 1 gps and 1 nav radio (separate). I have 2 comm radios which I do recommend.

Sorry to go back a page and I don’t want to resume the fighting, but I think a “high speed” abort in a multi engine Jet is a much different animal than a “high speed” abort in a Mooney. I’m not saying that we should abort and slide off the end of runways for every little thing, but controlling and stopping your single engine airplane during an abort is pretty straightforward and we’re rotating around 65kts, so you’re unlikely to get seriously hurt or hurt the airplane trying to stop even if you do go off the runway. Trying to stop from 110kts in a 12,000lb (or more) jet is a much different thing, and you have power to climb out regardless of almost any failure (flight controls being an obvious exception). So yeah, if you’re on a very short runway, maybe that’s a factor in your mooney abort decision, but being at “high speed” in my Mooney and aborting is just fine if I have a problem.

And they have an “SEC Dispute History” link on their webpage to prove it!

That’s real nice! if you can save up for the eventual autopilot, it would make it perfect, but that’s a great training platform and suitable for staying current and some light ifr!

Here’s another option in addition to my above… keep your current adsb tailbeacon and transponder. Use a portable adsb in device and ipad. that frees up money for the gps, adi, hsi. keep your current comm. get 2xg5s and a gnc-355 comm. this is basic “glass”, vhf comm, and a waas gps. Probably your cheapest good option. you’d eventually want to add another nav comm and the autopilot.

Personally, I don’t think backup gps is required. I’d do 2xg5s or 2xgi275s. The -275s are nicer but more $$. gnx-375 provides gps and adsb in/out. then you get a basic nav/comm that is digital like sl-30 or gnc-255. That can be combined into display on the g5s or -275s with the gps so now you have both ils and gps on separate boxes. That should be within your budget. Then you save up and do the gfc500 when ready. No reason you need that to do your ifr training. It’s nice, but you can do IFR training without it.

Yes, i had to have that done a few years back and it was around that. The airplane was already opened up for annual at an msc. I wouldn’t let that stop me from buying the airplane, but have a good plan for how much it will cost and who will do it. The repair itself is relatively straightforward but access is tough.

I wanna say that guard base does training for foreign F-16 pilots. Their country pays us for training, so maybe it’s not your tax dollars out the tailpipe! But likely, you’re right…

Obviously you did fine, and good job for thinking about it and talking about it! I’ve done the same thing before in a slightly different airplane and lost my ias (in an f-15e). I just reverted to groundspeed until I got smart enough to figure it out, but there’s a wide airspeed range available that wouldn’t hurt the jet. Not so much in a Mooney. I suspect your reaction to push down the nose would be natural to all of us, but you might also want to think about the “trim being set to your cruise airspeed.” If your airplane is trimmed up and ias falls to zero (or just starts falling pretty quickly), you should feel a significant pitch down (autopilot off) because the wing, tail, trim is trying to hold the trimmed airspeed regardless of what the asi is reading.. If you’re still level and no significant pitch change, then your real airspeed hasn’t changed and you can look for the indication issue. This might all be tough to see in the moment, so i think you handled it fine, but you definitely don’t want to push over aggressively, figure out the pitot heat is off, turn it on and suddenly see 250kts!

The two gi-275s are both ahrs units (adis) and the bottom one will automatically become an adi if the top fails or you can select that at any time. So there is a backup with its own battery backup… whether its “independent” or not is up to you, but the faa certified the bottom one as a backup for the top.

Ours is Mimi! M seems to be a popular letter!

Oh, also remember that you need both a departure and arrival eapis clearance for the US. For canada, they only care about your flight into canada, not your departure.

Be careful with the canpass rules. I use a corporate canpass and i think thats the only one that allows you to bypass the customs call if they aren’t there waiting when you arrive. The general aviation canpass just opens up the additional airfields but you still have to call. The rules are pretty well spelled out but not perfect. I was “roughed up” a bit in kelowna last week even though I was following the rules perfectly (for corporate).

That site is awesome. I carry one of those laminated on the back of my checklist, but the interactive site is nice. I wish it let you put in sea level climb rate and applied the correction it’s coming up with. I did a 4800’ elevation at 85 degrees f and it says 67% reduction in climb. So maybe 350fpm left of my normal 1000fpm.

Doesn’t a koch chart give you most of what you’re looking for?

You turbo guys don’t have to worry about this part as much, but us NA guys also need to consider what happens to our climb rate. Yes, that 8300’ runway is plenty good, but how does that 200fpm climb rate look in the valley?

It’s not required yet. They’ve been putting it off for years. Supposedly aug 10th, above fl180. Below that is like in 2025 or later.

I have seen it spelled out on some procedures, but that appeared to be the lowest altitude you could contact them based on terrain. It would probably be best to look that one up in their regs to see what they expect normally. I will say that at some places I used the “November 4044…” they explicitly switched me as I think they’re use to us southerners forgetting.

Also, the clearance you’re read on the ground won’t include the frequency or even altitude in some cases. Those are both on the departure procedure and you just assume they are correct unless you’re given something different. You won’t be told to switch after takeoff either. Just switch yourself before automatically contacting approach. However, sometimes they know you better than you know them, and they’ll be very clear with frequency and instructions especially if you ask. I would just call myself “November 4044 November” the whole time instead of “Mooney 4044N” to fit in with their callsign protocol.

You guys got lucky. I sent them mine 2 years ago and they said it was internally corroded and not repairable. Had to buy a new one.

If your AP is in altitude hold, you will see updraft/downdraft as speed changes, so likely thats what you saw. 20kts is a pretty big one. If you’re at 130kias, 110 feels downright mushy. If you’re not in altitude hold and don’t change trim, the airplane will maintain constant airspeed (roughly) as it climbs/descends in the updraft/downdraft. As others said, you’ll want to start avoiding these. Up, down or around. Whether or not they are violent, you can’t see the worse “embedded” ones when you’re in there. Much better to avoid them from clear air. Typically any altitude above actual cloud height is smooth. Below them is rougher (air is rising from below), to the side is at least as good as below, usually it’s pretty smooth, even close to them. Chasing each other in formation around “big puffies” was great sport. You could fly through the “valleys”, around the peaks, etc while trying to ditch your buddy and not hit the cloud. No turbulence just outside the actual cloud most of the time.

Mask was a good idea. There’s probably something to the early oil/filter change too because you can see the residue on the airplane after flying through it. Mine makes little whispy brown stains around the rivets. It comes off, but it takes some scrubbing.

There are some free apps on your phone that work pretty well to check rpm. I’d take a look with something like that to see which one is accurate. https://apps.apple.com/us/app/video-tachometer/id1492583587

After flying in the smoke for the last ~5 years out west, it’s absolutely dangerous. Not only can the vis be at ILS minimums (i have seen this several times), but the weather reporting and forecast systems/equipment/procedures have a difficult time reporting it accurately. You often see a forecast with “skc, 2nm FU” and it’s totally ifr, 1/2nm vis. I’ve also seen the smoke thick up to ~14000’. You cannot count on getting above it in NA airplanes. Flying through dense smoke can not be good for our bodies in addition to the flying considerations - which might increase the danger of flying in it. Even the pressurized aircraft i fly for work is just pressurizing outside air. It’s terrible until you get above it.

Many stec APs are rate based (using the turn rate) instead of attitude based. I feel like there’s a lag of correction for turbulence in my stec and then when it corrects, it’s a little jarring. I wonder if it’s just because of the different input. A bonus for turn rate APs though is that it works without the ADI and without vacuum. When I had a vac adi, step one of a vac failure was engaging the autopilot if it wasn’t already as I started working on my partial panel scan.