toto

I keep thinking about the DZ because of the integrated CO detector, which seems like a good idea - but I’m happy with Bose and I don’t have any particular reason to switch aside from the CO thing. My portable CO detector works fine, but it’s not integrated with my headset.

I assume these are not combinable? It’s not (1100 x 1) + (1100 x 0.75) + (1100 x 0.50) + (1100 x 0) ?

This is interesting. I normally retract the gear well before ME speed and I extend well before ME speed. But if it’s actually easier on the actuator to lower the gear at a higher speed, then I’ll stop doing the slow speed extension. (Or, at least, I’ll stop worrying about it.)

There’s a bunch of these on eBay. I’m not familiar with the tailbeacons, so not sure how good the prices are.

I had the same thought but I wasn't sure if it was true for Sweden? Maybe @Fix can advise on Swedish aviation regs

I’ve seen Mooney actuators on eBay for $8-10k, hoping never to need one ETA: There’s at least four on eBay right now, searching for “Mooney actuator.” No idea whether any of these are the part number you would need.

I have - this is the page that always displays when I manually select G3X Touch on the iPad devices page. I’ll take another look at it the next time I’m in the plane, but I think I’ve tried all of their suggestions.

The Bluetooth page on the G3X shows the iPad connected and happy, as far as I can tell. It’s only Garmin Pilot that doesn’t seem to recognize the G3X.

I know this thread is about ForeFlight, but I’m curious whether others have had similar issues connecting to Garmin Pilot. In my a/c, I can pair Bluetooth with both the GTX and the G3X, with both the panel and the iPad showing connected. But Garmin Pilot only ever shows the GTX connected on the “devices” page. I’ve tried pairing and unpairing, and confirming the pair on the panel vs the iPad, but it doesn’t seem to make any difference. The iPad is happily connected to both Bluetooth sources but Garmin Pilot can’t see the G3X. I thought that removing the GTX Bluetooth source from the iPad might force GP to recognize the G3X, but GP still shows nothing when the iPad is connected to the G3X.

Yep, FltPlanGO will connect to panel-mount Connext devices just like GP, but FltPlanGO is free..

https://mooneyspace.com/topic/47560-today’s-flight-2024/

That’s an interesting idea. I wonder if it’s strong enough to hold a device in turbulence.

I have one of these, but it doesn’t go anywhere near the compass. https://www.sportys.com/flight-gear-backup-battery-10-000mah.htm My iPhone by itself will cause the compass to swing wildly. If I put my iPad near it, it threatens to spin off the mount

I could never get my head around WingX. I used to keep a free CFI subscription, but every time I tried to use the app, I seemed to have the hardest time figuring out how to do the simplest things. I think the user interface is an acquired taste

There was a discussion about EarthX recently. Iirc no one has installed one yet. https://mooneyspace.com/topic/47350-alternate-battery-brands/

+1 to this Group hangars can be expensive, but it's a heck of a lot better than being outside, and you can get line service when you need it. FBOs with group hangars also tend to be on the field for a long time, and they tend to own a bunch of T-Hangars for overflow. It's not at all unusual to get your own private T-Hangar by paying an FBO for a group hangar spot - especially if you fly a lot, because they hate moving all the planes to get you out. I have exactly this situation today with the Piper.

I use Garmin Pilot. I appreciate a straightforward fee schedule, and GP has just two options: Base (VFR) and Pro (IFR). Every time I turn around, FF has another service tier, and the top tier is quite a bit more expensive than GP Pro. I used FltPlanGO for a long time as my primary EFB, and as mentioned above FltPlanGO/fltplan.com is fully integrated with GP, so I do my desktop planning on fltplan.com and then use GP in the cockpit. I've found the Garmin support team very very helpful with problems - they tend to be knowledgeable and quick to respond. My one beef with GP is that their Android support is abysmal. They release new features for iOS months or years before releasing on Android, and the two platforms never have feature parity. I ended up buying an iPad for just this reason. ETA: One more tip for GP. I always buy GP from Aircraft Spruce. You can get the Pro (IFR) version for like $179. They email you a code, takes about 2 mins, works like a charm.

Iirc there has been at least one documented failure of a Plessy actuator and at least one documented failure of an Eaton actuator due to the NBS. I think @Pinecone mentioned that the faulty springs were not installed at the factory - the bad batch was all for replacements.

Kind of OT, but I’ll mention that all of Mike Busch’s books (a three-volume set) are available for free on Kindle Unlimited. Not a reason to subscribe by itself, but if you’re already a Kindle Unlimited subscriber it’s pretty nice. I look at his books all the time for one thing or another.

The NBS is one of the items that @Jonny said was being prioritized by the factory. Anyone know whether there is a new batch coming any time soon?

I’ve also had zero problems with my D3000, aside from the fact that I paid a king’s ransom for an IRAN. I did have a lot of plug fouling issues before I switched to fine wires a couple of years ago. I’ve had zero plug fouling since then.

I’ve heard people describe a clicking sound that told them the spring was failing. I have no idea whether that’s a real thing. Also anecdotally it seems that the spring is more likely to fail on retraction than extension, so normally it fails when you select gear up and they just stay down until you get the spring replaced. I have no personal experience with this, so ymmv

I also keep thinking that someone needs to figure out where to put the zip tie so the gear can be extended once in the event of a spring failure. The whole broken-spring-takes-out-both-the-primary-and-backup-extension-mechanism thing seems pretty meh to me.

I keep thinking that unless the plane is at a flight school with multiple landing cycles per hour, keeping the old spring is probably less risk than rolling the dice on a new one --- since you probably won't find out until hundreds of hours in that the new one wasn't made correctly and breaks catastrophically. If we had a known-good source for springs, I would think differently about it.

There was a thread a few years ago that tried to put together a comprehensive list of rental Mooneys. https://mooneyspace.com/topic/33671-rentals-known-mooney-rentals-in-the-usa-and-beyond/ Parker Woodruff is the local insurance expert, so you might ping him for a specific recommendation. Anecdotally, my perception is that retract time is the most important variable in premiums for new Mooney owners. If you have a ton of retract time but zero Mooney time, your rates won’t be terrible. But if you’re new to retracts and new to Mooneys, it will be expensive the first year.