toto

I Googled the list of surviving A-26 aircraft so others don’t have to Pretty short list .. that’s a good volunteer gig. https://en.m.wikipedia.org/wiki/List_of_surviving_Douglas_A-26_Invaders

I’m pretty sure you meant the *second* best looking J in the fleet, but still - that’s pretty good Also - you’re going to make @201er jealous of your tail number…

We always go to Rocky Mountain Metro in Denver (KBJC). Longmont is also a nice choice for a Denver-area stop. It’s a very chill airport that’s very GA-friendly. But depending on your aircraft, ABQ might be a better choice for a fuel stop. There’s a lot of really big rocks to the west of Denver.

I’ve never used this stuff, don’t know anything about it at all. Could someone give me the elevator speech on anti-ice fuel additives? Do you need these only in severe temps? Or is this something to consider anytime it’s below freezing? I’ll never have my J at 21k feet, but I don’t want to dead stick from 10k either..

I think that @Microkit worked out a sponsorship deal with Craig that allowed them to post in the general section. I assumed after @HolyMicro became a sponsor that they had worked out something similar.

I went a very similar path for my panel (aside from the GNC - I still have a KX-155 for #2). You’ll be amazed at the increased capability. The bench config in your photo has a GFC600?

No judgment from me. Seems like a fantastic landing and a fantastic outcome all around. I was only commenting on the news video.

Wow, the departure video was uncomfortable to watch. Looks like a gravel road with very little room on the left to avoid utility poles, and terrain ahead.

Might be better to use the floor indicator than the panel indicator for aircraft so equipped. There’s a lot more room to stash a Raspberry Pi on the floor.

By the way - here’s the R-1 tach. This was a pretty easy replacement for the factory tach. I don’t really like the look of the R-1 (someone here on MS said it looked like a pinball machine), but honestly I thought it looked pretty nice when installed. I used the R-1 for less than a year before replacing it with a G3X+EIS, so I don’t know about longevity, but I had zero problems with it. I wish I’d done it sooner. https://iflyei.com/product/r-1-rpm-tachometer-instrument/

It’s electronic. My ac had the same tach, and I ended up replacing it with an EI R-1 after wrestling with problems for a while. I believe the factory tach used a tach generator, and the R-1 just uses the p-lead. The fogging is pretty strange - mine was just intermittently erratic, but no fogging Hope others will have ideas about the fog ..

Kind of an interesting development. The SkyView HDX can now be coupled with a Trio Pro AP for approach certification. No Mooneys on the AML yet, but this is potentially good news for people who wanted a SkyView but have been waiting years for a certified Dynon autopilot to couple. ETA: More info with links to the AML https://www.dynoncertified.com/trio-pro-autopilots-compatibility.php

Since a lot of people on here have familiarity with the LHS product, it really would be good to reinforce the comparative benefits of the SkyVoice system over the LHS. When I first saw the SkyVoice, it seemed a lot like the LHS with a more limited track record, but this announcement of a portable unit is definitely interesting and is kind of a "try before you buy" option for someone who's on the fence about a full install. Anyway, my advice to both the HolyMicro folks and the Microkit folks is to point out the reasons why someone would want your product instead of the other product. And plan to do that over and over again The most successful products on MS seem to be the ones with reps who are engaged on the boards and keep showing up to help answer questions when these threads get going.

I always think it's weird when I get a personal letter in the mail from a complete stranger wanting to buy an airplane, but I'll admit that if I were looking to sell, I'd be a lot more interested in selling to an individual who went to that much effort to find a nice Mooney. For whatever it's worth, my experience with the flashy aircraft sites isn't as good as with the lackluster ones. For some reason, people who drop a lot of money on flashy ads aren't as interested in sitting around chatting about Mooneys as the people in the cheap seats - and the flashy sites far more often get you a broker on the phone instead of an owner. Don't discount Barnstormers as a decent classified site - it looks like it's 1996 all over again, but they have pretty decent inventory, and it's mostly real people selling real planes using photos they took with their phone. Also check out the Mooney Flyer, as well as the FB groups and PoA etc. Lots of free places where people who aren't quite ready to drop money on Controller are gauging interest in their planes.

(It does say "sale pending" ...)

Ugh, this is really a tough situation. I'm hopeful that the MS braintrust might be able to help get you airborne again soon. Glad to hear you and your wife are healthy, even if the plane is not Why on earth did the shop cut the wings in half? ETA: Misunderstood that this was posted by the owner. Looks like the owner is @Irmin on MooneySpace

There used to be a really neat museum at KMKC, the Airline History Museum - with probably the most beautiful flying Connie in the world. The museum still exists, but has been involved in a very public spat with the city and the FBO, so it's been more or less closed to the public for a couple of years. I think they've actually had to sell the Connie, although it might remain at the museum under new ownership - not clear yet. https://airlinehistory.org/ Anyway, maybe next time you come for a Garmin class, they'll have it all sorted

Not going to be in the class, but I’m local - my favorite BBQ is Joe’s Kansas City. There are a couple of locations in the city, the one in Overland Park is only about 15 mins by car from the Garmin HQ. Joe’s KC is open Monday through Saturday. Other BBQ restaurants that are popular are Q39 and Jack Stack.

I’ve been treating this primarily as an academic discussion without much practical value. But it’s certainly worth understanding the regs and the AFMS and how they relate to each other. I always appreciate this community for the wealth of experience, and I often learn a lot from these academic discussions.

I don't have my AFMS in front of me, so I'll happily defer to you on that - I'm sure you're correct. I was just picking this as an example case where no FAA regulation requires an operable GPS, but the vendor has a configuration that requires something not required by regulation.

I think I sent the thread in a weird direction. I was just asking out of curiosity whether the Garmin AFMS for the GTN series required a current database for ground-based navigation. I later checked my own AFMS and did not see anything to indicate that the AFMS requires a current database for, e.g., flying on airways to an ILS, but the point is that the AFMS controls and not the regs. Garmin absolutely can do this using their own configuration and their own supplement. An example is the fact that Garmin requires a clear GPS signal in order to fly an ILS using a GFC500. This isn't something that anyone at FAA requires, and nothing in the regs would say you need a GPS in order to fly an ILS, but Garmin requires it and included in their AFMS. So even if you *could* do it with your GTN+G5+GFC, your AFMS would prohibit.

I went and pulled my AFMS to see what they say about databases for enroute, and actually it reads essentially the same as the GNS: I don’t see anything here about using ground-based navigation signals.

I don’t think I agree with this. Garmin absolutely could say in their AFMS that you must have a current database in order to fly enroute on airways using the VOR receiver in your Garmin navigator. Whether the navigator technically allows you to do it does not control whether it is permitted by the AFMS.

This goes back to my original question. Does the AFMS require you to have a current database if you’re navigating using ground-based nav sources? If not, then your re-route to an airway is not a problem.

You don’t need an EFB. Just compare the lat/lon of the airport in the database with the A/FD.