kpaul

My G5s are on separate 5 amp breakers. Each also has its own 4 hour battery.

The GFC500 for your E will begin the certification process in March. They have selected the plane/owner that will be used. It takes Garmin 4-5 months to work through the install, test flights and get the FAA sign off.

@M20Docsomeone needs your expert photograph dialogistic skills.

Ok, that makes sense.

Really?

@Parker_Woodruff is great to work with.

10K to fix a leak? the two Mooney tank specialist shops quote about $7800 for a complete strip and reseal of both wings and that is with a 7 year warranty. A complete set of Griggs/O&N bladders is $9000 + install. I think your A&P is actually telling you he does not want to do the job. Actually I see you have a C, your cost would probably be slightly less. The prices I gave are for the 64 Gallon mid body planes.

@Alan Foxmaybe. But if you are shocked at a $1600 overhaul you may want to skip getting quote on a Powerflow, it will be about 3 times that.

I think the consensus would be to take it to Southwest Texas Aviation in Simthville (84R) http://www.swta.net/

I hope OP get's his price...here's my F

How old is this data? I see it still has my old location and I updated my address with the FAA two years ago. Also, this map shows the mailing address of the registered owner, not the basing location of the aircraft. It seems that the NE has the highest density of Mooneys. In my experience people buy Mooneys to get as far away, as fast as possible, so I guess it makes sense that there are so many based in Florida, after all that is why I originally bought mine.

YGBSM...you can no longer navigate via NDBs in the US. They are so few and far between you will loose reception of one long before you pick up the second one. We have dropped it as a requirement for our students to fly NDB approaches because there are so few available to fly and the fact many are no longer maintained. Many of the airfield's NDBs, in the south eastern US that we fly into, don't work with no associated NOTAM. The FAA is decommissioning VORs, leaving only the minimum to be able to navigate.

I have really enjoyed the Summit the last 4 years. However, non-refundable? Sorry that is a non-starter, especially 10 months out. Too many variables in life. I am also disappointed that the Summit was moved further south into Florida. While it may be more assessable by commercial airline, it is now more difficult and further to travel for 99% of the Mooney community.

Well let's see. OSH 2017, a brand new Money flew from Texas to Wisconsin. Upon arrival, large portions of the wing walk sticker were missing and paint was stripped off the elevator weights. They had to overnight new wing walks so the aircraft could be put on display.

RVSM starts at FL290. You can fly in RVSM airspace while not meeting the requirements. Your request with ATC will always be followed with "non-RVSM" If you are approved into those altitudes great, ATC can always descend you back down if the airspace is too congested. ATC has to give 2000' of separation to non-RVSM aircraft vs the 1000' between RVSM aircraft. I fly a Beech 400 that is certified to FL410, however it is non-RVSM. I have been in RVSM airspace with it.

I guess I don't understand this statement. My dual G5s were installed in the my panel with no modifications, in the holes left by the ADI and Heading Indicator.

It seems that labeling something in an aircraft IFE is just asking for trouble. An IFE to the majority of the aviation world is an In-Flight Emergency.

@Alan Fox^^^^

Apparently, they can't afford GOOGLE either, If only there was technology that allowed you to do simple searches into a network of servers loaded with information...

I understand the technique, in fact that is what I have used in every plane I have flown and how I teach students to fly approaches with glide path guidance. The dot and a half technique is TAS and GS dependent, you could need to configure earlier or later to be configured at glideslope intercept. I was curious about your wording.."On my C, I drop the gear a dot-and-a-half above glideslope and follow it down pretty nicely." Generally, we refer to the aircrafts position in relation to the glideslope, therefor a dot and a half above would require a very steep descent to recapture the glideslope. If your glide path indicator is a dot and a half above the "on glide path" indicator then the aircraft is in fact below glideslope.

Do you mean below glideslope?

I may be interested in your cover, I still have the stock F windshield.

This one is at the FBO in KIPJ (Lincolnton NC)

Circling approaches have visibility and ceiling requirements that allow you to visually maneuver to land, day or night. Now if you have personal minimums above the published ones that is fine. As we have seen from this thread having personal go/no go minimums is probably a good idea as is knowing ones equipment and comparable approaches at the destination and any alternates.

Interesting, since circling at night is a Requirement for Air Force student pilots to get through pilot training. I do it with 100ish hour students in Beech 400s quite regularly. In fact, I was doing night circles at KCHA (Chattanooga) Thursday evening. Night circling is a currency item for us, just like instrument approaches and landings. If you only attempt in the case of an Emergency it will indeed be risky.