kpaul

Honestly, I think a lot had to do with timing and location. They like it when the plane can be flown to them for a pre-inspection. I was on the ground for a couple of hours so their A&Ps and engineers could take a look at the plane and the panel set up. They also require that the plane not have any inspections coming due during the time they would have it for certification. As luck would have it mine went to them just as it came out of annual. I know they rejected a couple Fs prior to mine for maintenance concerns. I signed up on their website and the last couple of years at OSH, I'm not sure which entry was the winning ticket. I believe the E they are planning on using is based at a nearby airport, so I think location really helped that one.

Unless they need an F specifically for the GI-275, I am sorry to say Garmin won't be calling. They are using my F. It was dropped off to them late February. I should have it back late July or early August.

Today, the GFC 500 is not available for the M20E. The F is currently going through certification. When it finishes, July/August timeframe, then the E will begin certification. Likely will not be complete until early 2021.

Ok, so folks are saying if you change your oil, change your filter even if you do it at 25 hours. But, I also see anywhere from 25 to 30 to 50 hours. I change both every 30 hours. Playing devils advocate, how is it acceptable to change both at 50 hours, and not acceptable to change the oil but not the filter at 25 hours?

https://airfactsjournal.com/2020/04/dreams-may-fade-but-they-dont-have-to-die/ Here is a story written by a Mooney owner and more importantly, the nicest person you could ever come across. @Junkman

That is not an accurate way to determine the use or quality of maintenance an aircraft receives. My Hangar is nearly empty, one small tool box and a set of shelves. I don't "live" in my hangar and I don't use it as a storage shed. In fact since I am moving, I recently completely emptied my hangar. It took a total of 2 small SUV loads to get all the "stuff" out. My plane get all it's maintenance at a MSC, so I let them buy and store all the tools. I have seen full hangars with dust covered aircraft that haven't moved in years.

@gsxrpilotyou just became very popular again ^^^^^^

The G5 is not a touch screen. But as an expensive piece of glass avionics, I put these on my dual G5s as protection. You can't even tell there is a protector installed.

They are available on Amazon.

I can fit tires or even tow a trailer with my JK

How is it Free? Vac pumps seem to fail every 500 hours or so...not free, overhauling the ADI...not free. Also, there is a weight penalty...not free. I'm not disagreeing with you that an independent source of attitude is important. In fact my plane has a vac system and a backup vac system and the only thing hooked up to it is the ADI.

For the Mooney Caravan all the training info is on their website. They focus on 2 and 3 ship to facilitate the arrival into OSH. There are a couple of formation organizations that are not aircraft specific that teach the inner workings of formation, leading multi ship. Some of those have checkouts and you earn wing or lead cards. Check out Red Star, FFI, F.A.S.T.

According to Mooney your serial number makes it a 1976. Last one built in the 1976 model year was 20-1239. 20-1240 is the first built for 1978. My plane according to the FAA is a 1975, however it is actually a 1976 per Mooney. It appears that Mooney and governmental agencies have a communication problem.

77 was the first year of the J...I think the focus had shifted.

No need to campaign, the F model is in progress, that is to say they have a F model in their possession in order to gain FAA certification for the GFC 500. I believe the "Goal" is to be complete and certified by OSH. The E model has been identified, but will likely not begin the certification process until July. Apparently, in the FAA's eyes each model of the M20 series is "different" enough that each must be certified individually.

Many more complex aircraft have all or a lot of these built in. In the Beech 400 I fly: If your speed brakes are extended and you advance the throttles to takeoff power the speed brakes retract. Also with the speed brakes out if you configure full flap they retract. It has an annoying gear warning, based on throttle position, but it can be silenced with a button on the yoke. It does activate a light on the glare shield stating such. The on board GPWS gives both a Too Low Gear and or Flaps at about 500' AGL. The flaps can be overridden if you do a partial or no flap landing. It has a shaker and stall warning based on AOA. The shaker is well prior to stall warn, which also occurs prior to actual stall. If the throttles are advanced to the take off position and the trim is not set you get a warning tone, there are also glare shield lights that show if the trim is up, down or in t/o position in addition to the trim indicator on the panel. To my knowledge we have never had a gear up in the aircraft and they are flown at 5 locations training 80ish hour pilots. We even do touch and go's. But as mentioned in another thread we also make a gear down radio call prior to each landing, and checklist discipline is a huge portion of the training program. Also, one of the two pilots is an instructor, whos job is on the line everyday, so while minor mistakes are tolerated, major ones are corrected pretty quickly.

He's good for a while...I talked to Paul about resealing my tanks. The first available appointment was in November 2020, Oh, and I contacted him back in mid January. My appointment is 1 Year from this week. It will be in conjunction with my next annual.

He is active here on MS.

Glad I wasn't in a slower plane. I managed to hit C-172 speeds flying from NC to KS, Winds 230 @ 64kts. I later descended to 4K...The winds at 4K were 220 @ 64kts.

I wish I could. Hopefully, I can pick it up this Saturday, I need to get it to the Kansas City area, where it's going to be spending the next 6 months.

Well Bob, I hate to burst your bubble but the Northern Flights Group is located in Bemidji, MN. Bemidji happens to be located about 20 miles NE of the Mississippi River headwaters. Good luck this year!

https://support.garmin.com/support/manuals/searchManuals.faces?refresh=true you can get all of the manuals here

Pg. 81 of REV 21 • G5 needs to be connected to the battery bus when installed: -As an Attitude Indicator (ADI), -installed in either the turn coordinator or attitude indicator position • G5 needs to be connected to the avionics bus when installed: -As a HSI -In the DG position

That's interesting. Of course for me an hour is probably enough. If I have a complete electrical failure, I would not be continuing my flight longer than it took to make it to a suitable airfield.