Skates97

Personal preference. I click off any state that I have actually landed a plane in, for Hawaii it was a rented Cessna. I think that is what most people typically do.

Sounds like something is wrong with it, they should all line up right across the middle. You can do it with it just at idle on the ground, even at idle they should all jump right up to the middle. That will make it easy to do the video.

100% agree.

https://visitedstatesmap.com/ Go with the small size.

A little fuzzy because I had to zoom in, but here you go. When it goes into normalize mode it should level all the EGT's and CHT's in the middle, it also makes them much more sensitive. When you do your run-up, get it stabilized at 1700rpm and switch to normalize mode for the mag check, it makes it very easy to see what is going on with the cylinders. Exit normalize mode after the run up. Once in cruise and leaned out put it in normalize mode and you will quickly see any changes if there is something going on with one of the cylinders. Just remember that if you make any power changes or altitude changes (typically your descent) that you need to exit normalize mode or things start looking odd...

Not just on board, make sure everyone is wearing them. Even if we are just going on a flight-seeing trip along the coast we wear them. They are comfortable, and often times the best place to put down in an emergency along the coast is in the water. I have to thank @Hyett6420 for his presentation at Mooney Summit a couple years back, he made me a believer. Before I made any more flights along the coast I bought Spinlock Deckvests.

There's a link in my signature, if you are looking on a phone though you probably can't see it so here it is as well. Very easy and inexpensive. Make sure you only use the static cling tint. https://intothesky.com/window-tinting/

I replaced my yokes with the newer style and have the old ones off my plane. The one off the left side has a PTT switch in it, I can send you pictures in the next couple days if you are interested. That would at least get you a PTT in the left yoke which is where it is needed the most.

Put it up on jacks, unlatch the gear, remove the thumb lock, clean it well, re-lube and re-assemble. The lock is easy to remove by unscrewing the button you push on. Yes, I would replace that down lock block. After it is replaced be sure that the pre-loads are checked. The bar will be a little further forward when locked into place which will change the gear pre-loads slightly.

@Parker_Woodruff is your guy. PM'd you his contact info.

The flight school where I did my initial PPL had this same policy. I do the same with my plane.

Welcome aboard.

Somewhere over the years someone installed a circuit breaker type switch as an avionics master in my 64D. I would have to dig back through the log books or stick my head up under the panel to see what the amperage is but it is one of these. https://www.aircraftspruce.com/catalog/elpages/pbcircuitbrkr2.php Note that they do not have FAA approval but were OEM in certain planes, not sure that the Mooney is one of them, a conversation to have with your AP/IA.

It is the 900 and yes, the EGT and CHT values are both always displayed. I agree flush mounted looks much better. I have the brackets to flush mount it and the G5's. Right now the panel is still just a hodgepodge with all the old holes in it just but when I get a new panel cut and painted everything will be flush mounted. I have seen a 4 cylinder in horizontal mode and it seems there is just wasted space. It may be because I am just used to the vertical layout but I think it makes better use of the display space. I particularly like the way the MP and RPM are stacked on top of each other in vertical mode instead of next to each other.

I would turn it vertical and put it on the left side. I think that everything is easy to see and it is nice having it right in front of you. With four cylinders it is easy to see everything, if I had a six cylinder engine I would likely want it horizontal.

I prefer not to disclose it as it might embarrass too many members...

I agree, if you've been using an EFB keep using it. We didn't use any paper in my training and the DPE didn't pull out any paper. He had Foreflight going on his iPad and I had iFly GPS on my Samsung tablet when we did the oral. One advantage of paper is the legend on the side, but you can pull that up in the EFB as well as long as you know where to find it. If you are going to use an EFB know it inside and out. If you are relying on an EFB, have a backup. I have two tablets plus my phone with the EFB on it. The DPE asked what I would do if something went wrong with tablet. I pulled the second tablet out of my flight bag and said "use this." We moved on to the next question.

The one Costco has on sale right now is 32GB internal which is enough to run an EFB. You can add a micro SD card for extra storage. I'm not sure how Avare plays with data on an SD card, but when I had the iFly GPS data on the SD card I had trouble with it updating so went back to having it on the internal storage. I just pulled up iFly to see the storage requirement. If I have the entire US selected it is 9.2 GB of data. For the SW (CA, NV, UT, ID, AZ, NM, CO) where I typically fly it is 2.7 GB. @Hank can probably tell you how big the Avare data files are, I suspect they are similar in size.

$130 right now through Jan 2nd will get you an 8.7" Samsung tablet from Costco which has GPS built in and will never overheat like an iPad. I have an 8.7" on the yoke and a 10" mounted on the right panel for whoever is in the right seat. Go the free route with Avare. For more functionality I like iFly GPS which is $130/year for the IFR version.

Phil, I am sorry for the loss. Please reach out to @mike_elliott if you will through a PM with contact information. He heads up the Bill Gilliland Foundation. https://www.mooneysummit.com/bill-gilliland-foundation

I agree the hill shouldn't be a surprise. The LLC is showing it is based there, but it looks like this plane might have recently moved there. They have landed there three times in the past week, although only once after dark. But prior to that, there are no landings at KSEE going back to November 26th. I wouldn't think fatigue should be a factor yesterday. There was a 30 minute flight from KSEE to KHII. An hour and a half later a 40 minute flight from KHII to KSNA. Then an hour after that the ill-fated 18 minute flight from KSNA to KSEE. It looks like 2-3 legs a day was fairly common. https://flightaware.com/live/flight/N880Z/history

They were on the approach to 17, and as you said cancelled IFR so they could CTL on 27R which is NA at night. I saw that NEST camera video last night and it looks like they were in and out of the clouds still, or just barely at the bases. There is a very large hill there just east of 27R. Starting at 43:32 in the video below you can see it as we're on final for 27R. They were flying a left pattern so would have been pointing towards the hill at some point in the turn, maybe they were getting terrain warnings and banked more stalling out? I doubt in the rain at night they would have actually seen the hill. I wouldn't want to try and fly that at night in the Mooney, I can't imagine at the speeds the jet guys are going. If they clipped a power line, that didn't cause the crash, by that point it was inevitable. The NEST camera video shows them in a very steep bank just prior to going in. There is also audio from it, the pilot knew he was in trouble right before the crash. It is all sad. If 17 was not long enough for them because it was wet, they could have diverted to KMYF or even KSAN.

Checkride 9/29/2021 - Completed

Sorry to hear that.

160 hours, was down for three weeks getting a GFC500 installed. Better than the total hours was getting my instrument ticket.