Skates97

Yes, they like that. The first time I asked for a heading (which they gave to me) not knowing or remembering that function from my IFR training. I wrote about it in an article and Don Kaye was kind enough to email me and fill me in on what I was missing. I spent some time with the simulator on the computer and figured it out. The next time they assigned me an outbound radial I pushed all the right buttons and tracked it out.

I'm one of those that has GPS only in the panel. I have a GNC355 and a SL-40 (comm only) as my #2 radio. I'm not saying it can't happen, but in five years and about 600 hours I haven't had a GPS failure. As Mark mentioned above intercepting radials is more difficult (especially the outbound) but it is doable with some practice. In my IFR training we may have covered it, I can't remember, but I learned it all over again after I got my ticket and know the buttonology to do radials if necessary. My homebase is always advertising the VOR so I request the RNAV. Only once did I get pushback from ATC and I told them I was GPS only and needed the RNAV unless they could vector me and get me below the layer. They said they needed to vector me around a bit but would put me on the RNAV and did. The vectors added maybe 10 minutes to my flight. When I was doing my IFR training the way the ACS was written I couldn't take the check ride in my plane. In one of the appendixes for the Non-Precision Approach it said: "Task A. Nonprecision Approach The evaluator will select nonprecision approaches representative of the type that the applicant is likely to use. The choices must use at least two different types of navigational aids." The interpretation was that GPS is one type so you needed a ground based option as well. They have since updated the appendix removing the "two different types" which now reads: "Task A. Non-precision Approach A non-precision approach is a standard instrument approach procedure to a published minimum descent altitude without approved vertical guidance. The applicant may use navigation systems that display advisory vertical guidance during nonprecision approach operations, if available. The evaluator must select and the applicant must accomplish at least two different non-precision approaches in simulated or actual instrument meteorological conditions:"

Oh, I thought Jolie had hers there.

If you're on Facebook check out the West Coast Mooney Club. There's Mooneys at Oceano, Santa Maria, Paso Robles, and I'm sure others. If you make it down further south I'd be happy to give you a ride.

I've been using Ben Kellogg, Ben's Motorworks at KFUL for seven years now. He works on a lot of Mooney's and does a great job. https://www.bensmotorworks.com/

Done, that's a sweet picture!

They painted my plane, very happy with it!

I did the same thing, the kit is well done and it works great.

Yes, wide deck. The doghouse had to be modified a little and I had to buy a new starter ring gear and support.

I replaced my O-360-A1D last year. I had been shopping for a core that I could send out for overhaul with no luck and ordered an engine from Airpower. I sent them the $8,000 deposit and was told 12-14 months. 12 months later I checked on the status and was told an additional 6 months so started shopping again. I found one at Airmark Engines in FL that they said they could have overhauled in 7-9 weeks with a cost of $33k for the overhaul. They had it done and ready to ship in 6 weeks. After sending my core back it was deemed not acceptable. It was an old narrow deck with 7445 total hours. The shops that the case and crank were sent out to condemned them. The reports from the shops stated the case was "TOO THIN TO REPAIR" and the reject reason for the crank was "DEEP GROOVES IN ROD THR DID NOT CLEAN UP AT MAX." Fortunately for me the core cost was $16k and not $30k. I am told that if you go through Lycoming they will accept any core but can't confirm.

Not sure cadence makes a difference in this situation, one-five-echo sounds much different than one-sierra-echo. They're writing it down and just seeing the 5 as an S. Even the local tower folks at my home airport who know my plane, tail number, where my hangar is (they don't even ask as I'm exiting the runway and give me taxi instructions to my hangar) still substitute Sierra for Five from time to time. I think it is just the brain seeing what it expects. I tried a couple different tactics with N78878 when they mixed it up, Mooney 7-8 (pause) 8-7-8, Mooney seven double-eight, seven eight. Sometimes that helped.

I initially thought N78878 was a great number and easy to say. Turns out for ATC it's too many 7's and 8's and they would mix them up all the time. I changed it to N1015E (10/15 has some significance) when I had the plane painted and thought my troubles were over. At lease once a month ATC will read me back as N101SE, I guess they are used to seeing two letters at the end and their mind changes the 5 to an S.

That's been my experience with most controllers. Last Wednesday talking to Vegas Approach I heard, "Novemberxxx, FYI when you departed Henderson you climbed right through my Bravo and I had to move guys around, just letting you know." Pilot responded with "Sorry, I thought we had stayed under." There wasn't anything else said about it, thought that was nice of the approach controller. Did this just last night coming back into FUL. Was in the clouds from about 7,500' until 2,700' just after I intercepted final. I was getting vectored around. The controller had told me the vectors were to get around traffic (assuming keep me out of the arrivals into SNA and LGB). I could see he was pointing me at the IF but could also see at the speed I was going he wasn't going to be able to give me much time to descend and cross it at 3,000' because of the 4,000' hills below. I pulled some power to slow down and buy time. Was still 100' high passing the IF but if I hadn't slowed down it would have been a slam dunk.

Not sure what it has to do with timing an approach, but if you don't make power adjustments to compensate for varying winds you will not stay on the glideslope.