Ragsf15e

As long as you bought the G5 with adhrs and backup battery and it’s enabled, it’s pretty simple to flip to an adi page. Button push, turn, push. It’s better if you have dual G5s because it will auto switch if the primary fails.

Curious, do you have 2 x OAT probes to get temp for the jpi and the g3x? I wish they could share but I don’t think they do?

Personally, I don’t use a backup ADSB/gps device for my iPad (which doesn’t have internal gps). If the shtf and I’m suddenly imc with zero electrical power, I count on my 2xG5s batteries (which I test frequently) to keep them on and provide attitude. I carry 2xphones (phones have gps) with FF on them for navigation by gps. During a lesser emergency, I plan to do exactly what @David Lloyd said.

Yikes. That sounds bad. I update my 430W on a pc, but I guess I should feel lucky because I would’ve been real mad if that was me!

Is it the ARI one? I have the Lasar one and his is more square. I would have thought swta mod like yours?

I guess I’m a glass half full guy, but I thought it was relatively legit (for Hollywood) and I’ve flow a lot of low levels and dropped more than my fair share of lasar guided bombs! Sure they took some artistic license (stealing a Tomcat?!), but they filmed a no-kidding rolling scissors dogfight! It was fun, but really made me want to blow some stuff up again.

The windows look awesome. Please bolt 2 2x4s into the hangar floor to stop your rear tires at the parking spot and paint the tire lines if they aren’t already, you’re scaring me!

My G5s are lined up just like that. You won’t even notice.

Did they check the swr to check the quality of the antenna and wiring? Easiest way to get some static is a faulty connection or bad ground on your antenna. I’m no expert, but that’s what I’ve read and checking that seems easier than starting with the lru swap.

Careful @jetdriven, he didn’t specify the rules… you’re going to end up in a 9.5 hour distance marathon instead of your typical speed/closed course.

My edm-930 seems relatively accurate on %power too. Even on takeoff. I don’t think it’s exact, but it agrees within a percent or two with the poh when ROP and very close to the ff formula when LOP.

They are also having an open house/ lunch cookout this Friday if anyone is interested. The mtns are real pretty out that way.

Well for starters, it’s not a J, but thanks for your concern. It’s an F. For an F, it’s right in the middle of normal ROP and LOP speeds at high altitudes. All I’m saying is you’re great at pontificating and throwing out opinions as fact, but it wouldn’t hurt to read first.

I spoke to the “COO” of Lasar at their new Prineville location today and he said they definitely still do this. Might try calling there to see if the 4 months was real?

Engine heat and any sun on it will definitely make that one hotter. The location in the duct is popular with avionics guys installing new equipment who don’t want to take the time to run wires out the wing and install it in a better location.

Dude, did you even read what I said? If you’re not bothering to read what people say, then don’t bother to comment. I said there was a slight increase in speed LOP after installing a SF mag which will increase the timing slightly at lower MP. Increasing the timing results in very slightly higher temps and potentially more of the energy captured inside the cylinder. The effects on my engine are not detectable ROP, but a slight increase in TAS LOP. I never said LOP was faster than ROP.

Exactly what I wanted to say. I think I’d have way better avionics and a less drafty back seat if I wasn’t afraid of getting the back seats out/in again to access the wire bundles!

There’s life! I was in Prineville today and stopped by Lasar for a visit. They have 3 big hangars, probably room for at least 2 airplanes in each. There’s a lot of work going on painting the hangars, building work tables, etc, but there’s an actual Mooney in there getting an annual! I was told nobody from the Lakeport office moved, so the mechanics they have are relatively newer to Mooney, but the one i met had 12 years experience on other airframes and is an IA. He did have some recent Mooney experience from their Rancho Murieta location. I was told there’s still going to be some activity at lakeport and I was told, they still are available to do nose gear trusses, etc and plan to keep doing that kind of repair work. Although work was happening, it still looks like they’re moving in, so contact might be sketchy. I didn’t see any fully functional offices yet. They were scheduling an annual on a laptop on a plywood desk in the middle of the hangar.

20 as base, but I have a SF mag on the left and generally fly high (I’m in the northwest), so MP is below 25” and there is some amount of advance happening. Post SF, I did notice a (small) speed increase LOP. I’m sure setting 25 deg advance is noticeable.

The stall numbers in the book are max gross weight, so even with full fuel, most of us are still “light” weight if flying alone. You can see the effect on stall speeds if you try power off stalls at different weights and note airspeed. I usually only adjust +\-3ish kts for weight, but it’s definitely a consideration. 80mph on final, full flaps, trimmed hands off. That’s the go to numbers in my F.

90 is way too fast. I also have an F (and am a cfi). 80, 85, 90 (mph) are good final approaches for full flaps, t/o flaps, no flaps. If it’s gusty and you add 1/2 gust factor, that’s fine too. Also, even if fast, you can still land ok, but it’s easier to bounce or oscillate in the flare. You will still need to hold it off until it basically can’t fly anymore (or at least very close to that). It’s hard to do that when trimmed for a fast final speed. If you’re on a correct speed, pitch force is much reduced in the flare and thus feels easier to hold it off until you basically can’t anymore.

I agree that it can be done, and we Should all be able to do it by hand flying, but I feel much safer using a good auto pilot because I can stay much farther ahead of the airplane and think about big picture things that I could not spend as much time on before. Just because we can do it the old way doesn’t mean we should. None of this means that I think we all need a gfc500, but we shouldn’t put down the benefits of a good auto pilot for hard IFR flying.

Ross will have lots of details, but it’s not uncommon for the parking brake solenoid to leak which will also put hydraulic fluid on your left foot. That was a pain but some new o rings fixed it.

If you bought the Garmin card loader, you’ll need a Garmin data subscription. If you got a jepp card reader, you’ll need a jepp subscription. I like Garmin better because it’s cheaper. The first time through will probably be a little confusing but not too bad. You load the data into the left card from the gns430. Leave the right card in. Once you get the data loaded, just slide the card back in and you’re done.

That’s a long body (based on it being FIKI). I wonder if they tested it and really did the homework for all the oldies… CEFG and especially Js. Garmin had a few struggles with installation differences and they tested multiple airplanes for the stc. I would think this AP would be more in demand for a vfr cruiser than a real traveling ifr machine shooting approaches to mins?