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Mooney in Oz

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  • Gender
    Male
  • Location
    Sydney, Australia
  • Reg #
    VH-VRJ
  • Model
    1980 M20J
  • Base
    YWBN

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  1. We all develop our own way of doing things and I do the following; On both the G3X MFD and iPad, I prefer to view only the lower part of the approach chart in expanded side profile so I can clearly see each sector altitude limitation. I primarily view the iPad approach chart that is set to landscape and easy to read. I use this method as I don’t want to be caught out during an approach in case the iPad fails due to overheating or for some other reason. I can therefore revert to the G3X approach plate to continue the approach. The G3X approach plate display offers redundancy and is not too difficult for me to read.
  2. Flashlight (I had to Google the American version)
  3. The purpose of starting this thread is to alert MSers whose Mooneys are powered by a Lycoming engine and with a Plane Power alternator. There is no criticism toward mechanics or Plane Power as it is a good, solid product with mostly no issues, however as with any aircraft component, wear and tear issues may arise after many hours in service. I recently had a discussion with fellow MSer @PeytonM about my (probably) 20 year old PP alternator with about 800 hours of operation. During my last annual inspection my mechanic discovered large cracks in the rear aluminium alloy housing attached to the back of the alternator that had the potential to cause problems. The rear housing is difficult to see unless you actually look behind the alternator. He sent the alternator off to have the entire unit overhauled, plus the rear housing replaced. Peyton who also owns a J with a PP alternator about 400 hours old, mentioned he had the main wire leading from the alternator break in flight, causing the alternator to fail. Despite the PP alternator is an 'on condition' part, my mechanic sends this type of alternator off to be overhauled at around 500 hours of time in service. I think this is a great idea. In between, I think it is a good idea to conduct your own periodic alternator inspections by simply looking with a torch and feeling wires in case of a pending failure, particularly if you conduct a lot of night flying.
  4. N4044N must have performed like a weapon at those temps!
  5. I notice in Dynon’s marketing ads of HDX panel pics, include either an Avidyne 540 or 440, so I would expect those to be on the approval list when the autopilot is released. The GTNs will also probably make the approval list, but due to Garmin’s proprietary fetish, I’m guessing you might not have full functionality, such as with the Dynon autopilot VNAV, which really is a non issue. I’m also guessing the GNSs will be approved as there are so many in wild.
  6. @philiplane or others in the know - Does constantly flying around at low power settings risk cylinder glazing?
  7. I have a G3X, G5, GFC500, IFD540 & 440. They all work fine together. Although the IFDs now have VNAV, the only function the GFC500 won’t do is capture the VNAV path despite the path indicating so on both the G3X and G5. This is no big deal as all you need to do is control the VNAV path by setting the descent rate info from the IFD displayed VSR and adjust the vertical mode wheel on the MSP.
  8. I agree. It would make a great combination even better.
  9. On my G3X, when conducting a RNP (RNAV) approach, I have the chart displayed on the MFD side with particular expanded focus on the lower part of the plate that displays the side profile to check advisory altitudes against distances. This display right alongside of all the information on the PFD I find to be very useful for situational awareness. it is a great combination on the one large screen.
  10. As also recommended by respected former Mooney test pilot Bob Kromer.
  11. You're making it sound as though it is some type of effort to 'lift your hand and arm up to shoulder height', similar to hanging out the washing. It is a simple, eye level selection of buttons that I find having the MSP up top to be more ergonomic than to make the selections in a lower position. I've operated multiple aircraft with the MSP located at the top and lower panel levels, including my own Mooney. My preference is the top level as the MSP is at eye level and I therefore do not have to have eyes down to make selections. I find I'm less likely to press the wrong button when I'm looking direct and level at the selections. There is a reason why Boeing, Airbus, Embraer, Bombardier and ATR also have their autopilot MSPs at top level. I am not saying this should be everyone's preference. You asked the question and I provided my opinion. The OP has already indicated he is used to flying the work aircraft with the MSP up top. If you prefer the MSP down low next to your power controls then that is fine. There is no right or wrong, just personal ergonomic preference.
  12. Hello Gunter. I'll precede your arrival with an early welcome to you and your wife for when you arrive in Australia! I have also just viewed the email your wife sent to AMPA, so you should receive other responses. I see that @Joshua Blackh4t has already responded with a suggestion to visit the area around where he lives. I can vouch that it is a beautiful part of the country that should not be missed by any visitor. Either today or any time tomorrow, feel free to contact me on my mobile phone on +61411405333 using either FaceTime audio, WhatsApp (Victor Rimkus) or by normal means.
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