Mooney in Oz

As also recommended by respected former Mooney test pilot Bob Kromer.

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.

Ergonomics.

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.

I can’t recall seeing a fuel required to destination figure, however there is a fuel over destination (FOD) and fuel remaining (REM) figure that you can both customise into the data field bar across the top of the G3X. You can also display endurance (EDR) and other fuel info of your choice. If you simply subtract the FOD from the REM you will easily have the fuel required to destination figure. IMHO the FOD figure is what I consider to be most important.

Before I learnt this, I too was hesitant, so I understand where you are coming from. As you know, the Mooney is a wonderful glider with excellent handling characteristics and you will surprise yourself how quickly you’ll adapt. At first, don’t try it on your own. Find a competent Mooney instructor who will take you through the sequences or attend a Mooney proficiency course as it should be part of the syllabus. If it isn’t, request an instructor to take you through the steps anyway. Provided I am on my own, the wind is favourable and traffic permitting, I try to practice it at least once a month after landing at a destination. It will get you into the habit of immediately pushing the yoke down to attain glide speed following an engine out, no matter the scenario or where you are.

It is tough, but in my view the best chance to survive is to maintain best glide speed and gradually reduce to fly into the crash site. It may or may not be survivable, but risking an inadvertent stall spin is not an option. I have found practicing the impossible turn to be good training in overcoming the urge to pull up as the first response is to forcefully push the yoke forward to reach the all important glide speed.

You should be able to download each AFMS from the Garmin website as .PDF files directly to your tablet.

No worries Fred. One more minor gotcha is when you’re in the Route section, ensure the blue border surrounds the correct flight plan then tap ‘Activate’ below the left data blocks.

No, there is no required LSK to press. If the IFD was successful in communicating with your iPad and you selected ‘Always’ under ‘Devices’ then the flight plan should appear after you press the FMS button then tap the bottom Route tab. The flight plan should be listed within the Route tab along with previously entered flight plans. If you have many previous flight plans listed, it is easy for the plan you are looking for to be missed amongst the others, so take your time when searching. If it still does not work then you might need to contact Avidyne tech support as per Eric’s suggestion or via their website. They are very helpful.

So do I Mike

I completely agree. Although we recently lost a valued contributor, there are still many here who are very knowledgeable and graciously share their knowledge with us of which I for one have benefited from and I know others have too. Although I don’t post too often, I enjoy the learning, conversing and banter with all of you. There are many on this forum that I would love to personally meet and enjoy a beer with, but alas, I live on the opposite side of the world. One of those is of course, Anthony and I look forward to his return.

Firstly, go to your iPad wifi settings and ensure connection has been achieved with your IFD. You should see your IFD’s identification starting with M and numbers plus a ✅. On the IFD, tap the bottom ‘Setup’ tab then look for ‘Connectivity’ and tap. Ensure WiFi is selected to ‘On’. Tap ‘Devices’ then you should see your iPad name. If this is your first connection attempt, you will probably see ‘Blocked’ next to your iPad’s name. This is just a default setting for the first connection. Tap ‘Blocked’ and you will see two other choices appear, namely ‘Once’ and ‘Always’. Tap ‘Always’. Go to your iPad then send the flight plan again. You should receive a dialogue on the IFD indicating your flight plan is received. Press the FMS button then tap the bottom ‘Route’ tab and you should see your flight plan. Ensure the blue border is surrounding your flight plan then tap ‘Activate’ from the left and viola, you are there. A few gotchas - As you’ve already experienced, if ‘Flight plan ready for upload’ appears immediately in a split second, it really isn’t ready and indicates a problem. For a successful flight plan transfer there is normally a couple of seconds of WiFi delay. I think this is a bug in the system. At times and unbeknown to you, when you attempt to transfer a flight plan the IFD will for some reason default back to ‘Never’ resulting in the flight plan transfer failing as you’ve already experienced. Just go back into the ‘Connectivity’ settings and reselect ‘Always’. This does not happen often and is a simple remedy. If you have two IFD’s and they are set to operate together, only configure one for flight plan transfer. Let us know how you go.

Those Rolls Royce Dart engines (also on the Fokker F27 and HS748) are real screamers. Those two men would’ve needed hearing protection.

+1.. The same has happened to me too.

Well explained and appreciated. Thank you Mitch.

I met Joe at a Mooney Homecoming 14 years ago and found him to be very nice guy. One of the Mooney history topics we talked about was the marvellous initial upgraded design of the J model from previous models that I thought Roy LoPresti was responsible for. He responded that contrary to this common belief, Roy was in fact not responsible, but took the credit for it. I may have been wrong, but sensed some possible back in the day animosity between he and Roy, so I therefore left it that. As I own a J and have done so for the past 22 years, I wouldn’t mind knowing the true story relating to the upgrade as to whether it was Roy’s design or someone else’s, if anyone knows. Sorry about the thread drift.

This happened to me only once after start about 1 year ago and only a couple of months after install. From memory, it was the pitch servo and it failed the PFT. Reinitialising fixed it. Just a side note, I find that if I install updates to the G3X during PFT, the PFT will fail due to what I assume to be some type of interference. I now install the updates outside of the PFT.

My installer told me the 650 XI internals are exactly the same as the 750 XI internals, except of course for the integrated audio panel.

Just a slight correction Skip, the G3X update to 9.15 does include the G5 8.20 update according to SB 23046. G3X software version 9.15 includes G5 software version 8.20

I’ve almost come close with only a bit of rubber scrubbed. Although the tyre was still serviceable, it was enough to make me want to fit a new tyre so I wasn’t reminded of my own stupidity each time I looked at it. Re the speed brakes, at that late stage you may as well poke your pinky finger out the storm window for all the good it will do. You also don’t want them deployed in case you suddenly decide to go around. In a stressful moment you can mistakenly press the wrong button or they may even become stuck in the deployed position at a critical stage when you need all that performance. Glad it was only the tyre and thanks for sharing.

I assume you mean the flygarmin.com website as there is no IflyGarmin website. I did an in-depth search of the flygarmin site and the only analyzer I found was for turbine engines. I am particularly interested in the G5 flight simulation shown on the top right side of your screenshot, above the engine analyser. Are you able to provide a website link or the name of the different software you mentioned above as I could only find a site called flightdata.com that did not seem to have flight simulation? Sorry for the thread drift.

Most airlines have strict criteria for stabilised approach by 1,000 feet, no matter the weather conditions. Flight Ops will know by recorded means if too high, low, fast, slow, landed too long, short, or even too much brake application. The Captain will probably get a please explain call. Easiest solution is to go around.

You might be thinking of a prior software release addressing the auto trim issue. The software updates referred to were released only a few days ago. G3X: https://support.garmin.com/en-US/?faq=k6HsnoUBSm5HLK5X7Twj19 G5: https://support.garmin.com/en-US/?faq=CQKJSFwthI3XMooiq56U06 Installation of the G3X software also updates the G5.

Sorry Peyton, I only just read this on BT before posting. Hoping that Trek can shed more light on this and that yours will be fine.