Mooney in Oz

Above all, flying a Mooney is the most satisfying fun you can have with your clothes on

I met Joe at a MAPA Homecoming event back in 09 where we had a brief discussion about the 201 development. An awesome gentleman he is and a privilege to meet from a bygone era we shall never see again.

Nice indeed! I enjoy seeing pre J model Mooneys getting the G3X treatment.

Why is it that as I get older, time flies quicker that when I was much younger? 10 years! Only seems like a few years I thought Garmin offered a rather expensive upgrade path, or was that only a one time offer when the Xi was released?

I'm certain Garmin will support the G500/600 for at least 20 years, based on the support that is still exists for the GNS units since their release 23 years ago. There are many of these units out in the wild and as Paul suggested, provided component manufacturers ensure parts availability, the units will be around for a long time yet.

Stall recovery from ice on the tail is opposite to a wing stall recovery. Recognition of a pending stall is sloppy elevator controls. I hope no one ever gets themselves into this situation.

From FL160 to 6,000 feet in severe turbulence. That's a drop of 10,000 feet resulting in 12 g's of force with the aircraft staying together and the pilot, thankfully surviving the ordeal. It just blows my mind how this latest accident happened and the horrific end result when the above circumstances was nothing like what recently happened.

That is so impressive and wonderful memories you’ll never forget. I love reading stuff like this.

I think Roy is with all of us J owners on every flight in terms of his brilliant design that makes it a J. Congratulations on a beautiful panel, Curt. Can I please ask, what type of switches are those underneath the G3X?

I agree

The GFC500 works well with the Avidyne IFDs, as long as you have a G5 to drive it as a K owner mate of mine with a G3X attests without any compatibility problems. You won't have VNAV function on STAR arrivals or SID departures and you will only be able to change radio or Nav frequencies on the IFD units, which in my opinion is no big deal. Before anyone suggests it is illegal because Garmin don't list the IFD as an approved source, Avidyne lists the IFDs as a legal substitute for the GNS series of navigators, which are approved with the same limitations. Avionic shops that I know of on this side of Pacific have no issue with it and judging by what I have read on this and the Avidyne forum, I assume it is much the same over on your side of the Pacific. There is a parallel thread running at the moment with the owner of a J @dzeleski who has just completed a similar install. There are also a few Msers who have mated their G5s with an IFD.

Mine is much the same. Sometimes minor left and right deflections as you have and other times it's close enough to solid.

I spoke to my avionics installer about upgrading the legacy Aspen Pro PFD to a Max and installing a 1000 MFD Max. Due to some issues with the Max units, he suggested if I go ahead with either install to include a new RSM for the Aspen Pro Max PFD as the internals have been upgraded for better compatibility with the Max units. I don't know what issues or upgraded internals he was talking about, but that was his advice. Maybe @Andy Smith can chime in, if he is around.

Plus the avionics shop carries the risk (returns the unit to the manufacturer for repair/replacement) if the unit is bricked during the update, which can and does happen at times.

If you want more flexibility with cowl flap control, consider changing the position handle to a vernier type. Just like the electric control, except it’s mechanical and you can have them open at whatever position you desire. One of the better mods I’ve had done.

I thought this has to be an error, so I had a look at their website myself and sure enough, there it was. Not only that the KCS55A is listed as starting from $32,275 USD.

Happy birthday Erik!

Isn’t the AOA integrated display on the G3X only available for the experimental crowd? I seem to recall a previous similar discussion on the forum some time ago.

Do yourself a favour and download the all in one IFD550/540/440 Trainer app from the Apple app store onto your iPad and you will have a realistic projection of operating whichever IFD you desire. After download, go to your iPad Settings, select the IFD Trainer and select whether you want the 550, 540 or 440 displayed. It is a brilliant simulator and you'll be able to operate each model and see for yourself. Also download the Pilot Guide from the Avidyne website for you to reference while using the trainer. Be prepared to be amazed.

In cruise, up elevator for a K is normal as is for long bodies. For J models down elevator is normal.

Works best for me too. Followed by gear down just before base then full flap in the descent through 100 kts while performing the U turn. Roll out on final at 80 kts with the last item on the checklist (gear down) out of the way and slowed to 70 kts on short final. If I am approaching the field from an appropriate direction, have the wind information and there is no other aircraft in the pattern then it's a straight in approach.

After cleaning the surface with Plexus spray, I use either Rejex or Fire Glaze, which is what I use to polish the entire aircraft once a year. Been doing that for years and it works well.

For me it is. Usable in turbulent conditions when approaching to land and during the landing itself.

I agree. I find it useful to rest my left elbow on when landing.

Agree and the surprise factor can make it disconcerting. I expect the possibility of a go-around with every landing, so there is no surprise factor to deal with. Don't rush the go-around. Smoothly apply throttle, adjust trim, fly level for a few seconds to build speed, gear up, flap up then off you go. A go-around in a J is a cream puff compared to a go-around in a C210 with full flaps selected.