gsxrpilot

I'm sorry I can't speak to the FS-210. I've never had one or used one.

According to Avidyne, you don't need a shop to do the swap and make an entry in your log book. They supply the wording for the log entry as owner maintenance, in the install guide. Some disagree with this. But this is what I did. I did the swap myself and made the logbook entry and signed it myself.

Our summer trip started yesterday. And there's just nothing interesting to report flying from 84R Smithville, TX to KLNK Lincoln, NE. Today was a bit more interesting as we launched at noon with lots of weather across our path north. The intention was Lincoln to Winnipeg. We'd filed for 12K. Neither the wife or the dog are super keen on wearing O2 masks so I thought we'd try 12K. It turned out 10K was a bit better and kept us below the heavy stuff. That worked out for awhile but with heavy precip falling out of dark clouds in front of us and blue sky tempting us peaking through from above, I thought we'd try to get over it. I asked for 16K and started climbing. As it turned out, 16K was the worst idea ever. It put us right in the middle of the weather, IMC, at 32 degrees F. I immediately let Center know that we'd be going down to 14K because of icing. But not before the windshield iced over, the pitot stopped up, Aspen went off line, ASI is reading 40 knots, and Bitching Betty is yelling at me to check gear. Oh and the Autopilot basically said, "your airplane" and switched off. This is why we have backups. I'm hand flying the descent using the G5, flipping on the Pitot heat, and Prop heat. At 14K we're still IMC but my instruments are back, I turn the flying back over to the autopilot, and the OAT is 36. Another few minutes and we break out and we're past the weather. I ask for 12K again and we're back in business. Somewhere over North Dakota between Fargo and Grand Forks. And this Texas Mooney is on the ramp in Winnipeg, Manitoba, Canada. Tomorrow Churchill. But there isn't any AvGas in Churchill so we'll go to Gillam to fuel up. Then to Churchill.

BTW... the title is a bit misleading. I don't believe you've got a leak IN your tank. And probably not any LEAK at all.

I'd have flushed the speed break with water and taken off. It's pretty easy with a powerful nozzle to overflow fuel over the top of the wing. This might be a bit more than usual, but I wouldn't have worried about it.

It's been a few years, but I once took a girlfriend up for a Christmas flight to look at the lights. We finished up out in the country circling over a friends place. He and I had spent the day before laying lights out in the back pasture. Needless to say, it worked and she still flies with me today.

I avoided the Bravo today. My flight from Austin to Lincoln went right through the center of the DFW Bravo. It's top is 11K but anything less than 18K and ATC will route you around it. So I just took off VFR, leveled off at 12,500 and didn't talk to anyone until I was across the top of the Bravo and north of the veil. Then I called for flight following. I'm never afraid to ask for Bravo services and go into the Bravo. But I hate to fly around the outside just because ATC would rather not have to deal with me. VFR over the top, easy.

Cessna's - better than Mooneys in every way... except the flying. Cessna's are easier to load and unload, better for sitting under the wing, easy to get around when in the hangar, etc, etc. But once strapped in and power applied, you'd rather be in a Mooney.

From my experience, a much better idea is to take a plane up at night to look at Christmas lights. With entire neighborhoods lit up, it's impressive from the air. Also in Texas, the weather is much better for flying in December rather than July.

I flew from Austin to Lincoln today. That crossed Houston, Fort Worth, Kansas City, and Minneapolis Centers. I use ForeFlight and with only the base Aeromap displayed and zoomed out a ways it shows the dividing lines between the Centers and the postage stamp freq's. I used that to pre-load them during todays flight. Every one was correct.

@TWinter if budget is the concern here... and it certainly was for me. I'd break this job up. I know that might sound counter intuitive, but it just might make a difference. If you have a GNS 530W in the plane right now, then the IFD540 is a no-brainer. I'd be shopping for the best trade-in offer or trying to sell it out right. I traded my GNS 530W to Chase at AvionicsSource and got the IFD540 in return. Chase sent me the Avidyne and let me do the swap and then send him the 530W after. It took me 15 minutes to do the swap and I was out flying. Now that that's done... go talk to someone about installing the G5's as a package. If it requires some wires be run to the IFD540, so be it. But as far as you're concerned the Avidyne is in and fully functional. You might build the upgrade from the JPI 830 to the 900 into the deal, but I'd price it separately as well. It can be done by an A&P and doesn't require an Avionics shop. Often the A&P shop rate is less than the Avionics shop rate. Just make sure to get someone who's done it before. Anyway, my $0.02.

Excellent! Looks like Don took her up for a test flight.

Too bad none of us fly trucks. Of course the B2Osh group would have a few trucks

I'm with the "just get it done" crowd. It's a very useful rating for Mooney drivers. I use mine regularly... but almost never get an actual approach. But it allows me to go when everyone else is stuck on the ground because of weather. I can file, take off, spend 5 seconds in the clouds before breaking out on top and going VFR the rest of the flight. Just get it done.

Hi Tom, We're planning on stopping by on the way back. We plan to be there on the 6th of July. I think accommodations are all sorted out, but thanks for the offer. Hopefully the 6th is good for you. Number is noted Thanks, Paul five one two - two three seven - 0670

And you're buying cheaper gallons.

Yeah, here in Texas it's the wrong time of year as well. I keep the Mooney flying through Oshkosh and we actually try to use it to go somewhere cooler. We're leaving Friday for Churchill Manitoba. On returning from Oshkosh, she goes in for annual. August is just too miserable to fly around here.

That's the advanced class

Yeah, a pilot flailing around the cockpit is never reassuring to passengers.

Let me point something out that I don't think has been mentioned. This can be done while still in a climb attitude. All you need is a momentary negative G situation. The plane should not actually go nose below the horizon. You could even practice this without moving the gear. On the climb out, see if you can make everyone float out of their seats for just a second with a sharp forward motion on the yoke. Don't continue on over in the parabola. It's just a quick motion to create a second of negative G. If the gear is free and in motion at that same instance, it will be enough to push them right into the housings.

Try this with a safety pilot watching the runway/altitude/etc. You can do the Mooney dip within the first 50 ft. It just takes a sharp push. You shouldn't lose any altitude. But it needs to be coordinated with the j-bar swing. When done right, it takes two seconds and the gear will almost put themselves away. Release the j-bar from the block first then as soon as it starts to move aft, give a sharp/short dip with the yoke and simultaneously guide the j-bar home. It shouldn't take any power at all from your right arm/shoulder.

I'm one who's got the Aspen and a G5. 337 and done. Of course I've got a lot of other redundancy already including two alternators. And the most important "get out of trouble" feature is speed and range to go somewhere VFR. The G5 is certified and approved to be the only AI in your panel. If I lose the Aspen, it will be.

You beat me to it.

I did this... with a KFC150 (same requirements). BTW you're doing the right thing by doing the research yourself and not relying on the local avionics guy. You decide and then tell him what to do. I installed an Aspen PFD Pro 1000 (and EA100) - second hand $6K. This drives the KFC150 beautifully. Sell both your AI and your HSI. I then added the G5 as the secondary AI. Any electric AI will work. For IFR flying, you really should have two AI's regardless of the legal requirements.

Smithville, TX. 1. Nature near, biking, walking, kayaking - a couple of large State parks and the Colorado river (not that one) runs around the end of the airport and through town. There are regularly kayakers on the river. Also good mountain biking in the State parks. 2. Reasonable cost of property taxes, and insurance - Property taxes are on the high side, but property is so cheap that it's a wash. Insurance is cheap. 3. Large major airport within 2 hours drive - Austin International is 45 minutes. 4. Enclosed hanger, no tie down - Hangars are available. 5. Friendly people - Stop in at Zimmerhanzels for lunch and you'll see how friendly the locals are. 6. University in the area - University of Texas is 50 minutes away in Austin. Lots of cultural activities and of course ACL and SXSW both huge events. 7. Great weather more warmer than cold - A little too hot in the summer but not cold in the winter. 8. Southeastern US preferred but not mandatory (wifey wants easier flight to Germany ) - Condor flies non-stop to Frankfurt now and Lufthansa will start non-stop service this fall. BA also flies to London out of Austin. Bonus Answer: SWTA a Mooney Service Center is on the field at 84R and also runs the FBO. The owners, JD and Laura live in Smithville within 5 minutes of the airport.