Deb

Yes, it was over 5 yrs ago, and they offered a discount to Florida Aero Club members. We haven't been there since Landmark took over; perhaps you can get a rental car now? We haven't understood Landmark's interest in PHK. Landmark recently took over Key West (EYW); on the face of it, that would appear more lucrative.

Ouch. Lucky there was no other damage. We found a flat nose wheel after refueling at KPHK. No mechanc, car rental or taxi available. A friend flew over with a tube and tools, and we changed the tube on the tarmac. We were advised that landing with a low nose wheel could lead to significant damage. Glad you had a good outcome!

A recent flight for us: KFXE-->TUPJ, Tortola, BVI. We had 3 plans: stopping at MBPV (Provodentiales), MYMM (Mayaguana) or TJBQ (Aguadilla, PR) for fuel. We had favorable winds and realized we could make it non-stop to TUPJ. We estimated that we could save about 2-3 hours by not stopping. The trip was 985nm, 11,500ft, 5.5 hrs and we landed with 23 gals of fuel. We wore life vest, and had a raft, etc. Normally we would have stopped for fuel but given the time to clear customs, immigration and paperwork, we decided not to stop. My wife was PIC for the leg. Some interesting notes: Night in the Bahamas extends to sunrise. We were asked to go to an IFR altitude for 6 minutes, even though it was quite bright outside. No need to file an IFR flight plan, and they were very nice. There are 2 stretches where we you're not in radio contact with Approach or Center. The second one was for a half hour, southeast of Provodentiales over the beautiful (but remote) Caribbean. Fees in Tortola: $8.24 customs, $10 landing fee and $1.50/day parking. This was at the GA ramp, not at the FBO. Gas was $8.95/gal. Coming back, we flew to Aguadilla to clear customs and immigration and to fully fuel ($6.58 cash, $6.93 credit card). We actually planned to fly non-stop to KFXE from there since we wouldn't have to worry about customs and immigration (Puerto Rico is considered being in the US, the USVI are not). If we needed, we could stop for fuel in the Bahamas. This leg was only 4.5 hrs (normally our maximum leg for a trip), and we landed with 36 gals of fuel. This was the first time flying the Mooney was less expensive than flying commercially, and no slower than the airlines. Friends traveling commercially left slightly earlier than we did and arrived a half hour later than we did, on both legs. One other note: We saw the video of the Cirrus sinking in the Pacific 250 miles from Hawaii. We hope the Mooney would stay afloat longer than 30 secs so we could both get out and stay together. It made us rethink how we'd handle a ditching and when we'd inflate our vests and the raft.

This is what was referred to by Premier. We posted to share our experience. We also pointed out that Premier was an FAA Repair Station and perhaps that factored into their interpretation/position. I reiterate that Mooney has since changed this in their Service Manual, and it's no longer in Chapter 4. The part has been changed, and we have a new part. It was expensive, and arguably unnecessary. At the time, we had no choice. As a side note, the airplane also has Amsafe airbags. The module which controls its deployment (in the belly of the airplane) apparently is also a time limited part, and our module had reached that time limit. When we elected to defer the replacement of the module Premier, disconnected it (but did leave it installed in the airplane), put a placard "Amsafe Disabled" and a notation in the annual entry in the aircraft logbook. We are only relating our experience, nothing more. We are not being judgmental. Again, Premier elected to become an FAA Repair Station. Perhaps the set of rules under which they now fall gives them no leeway. This certainly exceeds any knowledge I have. Perhaps one needs to consider the possible ramifications if a conveniently located MSC becomes an FAA Repair Station, when considering an annual or other service. Chapt 4 Mooney Service Manual.pdf

Again, Premier stated it was a time limited part. Chapter 4 of the M20R Service and Maintenance Manual. They took the position that this was not a SB situation. The replacement is not inexpensive, and we would not want to unnecessarily replace a part which is perfectly OK. That being said, Premier is an FAA Repair Station; they insisted on replacing the part. Please email/PM me with a phone number and I'll discuss further. I do not disagree with any of the posts; I'm just reporting our experience. I appreciate the kind words and support.

I would prefer to not go into any more detail on this forum other than what I have already posted. If you'd like to PM or email your phone number, I'll call and discuss/explain in more detail (I hope this is proper etiquette; I'm relatively new to this). I appreciate all the comments and support. Again, my understanding is that Mooney has revised their publications, so to some extent this is more of an academic discussion at this point. However, I would not want to minimize the importance of the discussion.

Garmin offers a 3 year service contract for the G1000; there's an out of warranty charge of ~$550 - $600, and then the cost of the service contract (varies depending on what you go with). One can call Garmin for the specifics (866-739-5687), but it may need to be purchased through a Garmin avionics dealer.

Premier stated that it's listed as a time limited part and the aircraft would not be airworthy if the part was not replaced (the plane was in for annual). Since then, Mooney has changed this. Best to give Don Maxwell a call; he knows all the details. I believe the bottom line is that it's no longer mandatory (if it ever was) for Part 91.

The FAA has updated the Instrument Flying Handbook and may be worth a look, particularly since it's a free download. Rod Machado has 2 texts: Instrument Pilot's Handbook and Instrument Pilot's Survival Manual, both informative and written with his humor. Any of the written test prep books with the questions will get you through the written (but won't give you the knowledge base you'll actually want or need).

The earlier GXs were equipped with non-WAAS GPSs and the STEC 55X autopilot; some were subsequently upgraded at the Mooney factory. The later ones (mid 2007 or so and later) are WAAS equipped with the Garmin GFC 700 autopilot.

According to Bill Eldred, Mooney is working on increasing the replacement time to 2000 hrs, with annual inspections between 1000 & 2000 hrs. The no back spring is (apparently) a time limited part. Premier Aircraft Service (a MSC and an FAA repair station) insisted on replacing the part at 1000 hrs.

We spoke with Mike and Alice today. Mike is recovering well; he is out of the hospital, and will be going back to Florida on Friday. He's working on the Mooney Summit; he'll post information about registration, etc when he's back home and his son has the registration website functional

Bob, I found a few things helpful: I was not in a particular hurry, so after I had a lesson, I would go out and practice what I had learned until I felt comfortable. Usually a couple of flights between lessons. Having a safety pilot who is instrument rated is also helpful. Also, I tried to avoid not flying for a while, because I'd not remember what I was learning. If you go flying, consider filing IFR. You can put "Practice IFR Flight" in the comment box. (Do this when it's VFR). If there's a cloud in the way, you can ask for deviations. This way you can get used to what the controllers say, and what to expect. If you become uncomfortable, you can always cancel IFR. If there's an opportunity and it works for you, you could be a safety pilot for someone. You'd get experience without stress. Good luck!

I spoke with Bendix King; it's the Alpha probe with their (BK) indicator (also largely Alpha's documentation). The Alpha folks think the indicator should be on the glareshield (ideally on the left side) so it's in your peripheral vision. The person I spoke with had been a Navy guy; he said to look outside and fly the AOA. They didn't think below the glareshield was ideal.

I'm sure you thought of this, but WRT georeferencing, check that location services is on for the app. Also, in the Misc tab of the Downloads section, the Airports Database needs to be current. As previously noted, Fltplan support is very responsive. We have found that the app does crash randomly, particularly during downloads. There can be a number of downloads in the Failed Downloads section. We have always been able to complete the downloads with patience and perseverance (ipad 4 with iOS 7.0.4). We find the app to be good in the cockpit. For flight planning, if you use Fltplan.com it's a great companion. Other apps have different features and strengths. As everyone has said, it's a terrific app for the price.

Ah, it's for a month. Ask both FBOs for a monthly rate; it'll probably be less. I know the managers at both FBOs.

Ah, it's for a month. Ask both FBOs for a monthly rate; it'll probably be less. I know the managers at both FBOs.

We have stayed at KHPN and KFRG. KHPN at Panorama (now Landmark) was $25/night, one night waived with fuel purchase. Before becoming Landmark, they were very GA friendly. They will drive you to the train (Metro North) and it's about 35mins, and costs $8.50 - $11.25, or arrange a car service or car rental. There may or may may not be a $2.50 landing fee collected by the state. We've never been charged, but we know a Bonanza that always gets charged. If it's IMC, expect BWY SAX BREEZY coming from the south; we've gotten a STAR coming from KROC, but they gave us the route rather than telling us to pick up the STAR from an intersection. If it's VFR and approaching from the south, we go up the Hudson River at 1500 - 2000 ft with flight following. It's much faster and very scenic. Going to KFRG, we stay at Sheltair. You'll have to call them for tie down fees, but it's probably less than KHPN. It's about 50 mins to Penn Station, and about $10 - $13 (LIRR); 5 mins to the train station, and they'll take you. Car service is probably more expensive than from HPN and more time consuming. There is a $2.50 landing fee; we get billed by mail about 1/2 the time. Coming from the south VFR, ask for clearance through Bravo airspace early on, and expect JFK at around 3000 ft. Alterntively, expect to go below 1500 ft over water, or detoured around to the east. On an IFR departure, we have been given Farmingdale Four, WAVEY at 3000 ft which is over water. If you're not comfortable with that, it's usually negotiable. Have a great trip!