M20C_AV8R

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About M20C_AV8R

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    Advanced Member

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  • Location
    Port Angeles, WA
  • Reg #
    N218MM
  • Model
    M20C

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  1. 64 M20c, dual G5’s, GTN650, 345r, GAD29b, GmU11, FS210, just trying to hold out for the GFC500. I already submitted a request into Garmin via their website. It may be a good idea for everyone here to do the same,. I would expect Garmin to STC most if not all of the short bodies at the same time, tbd. https://www.garmin.com/en-US/forms/autopilotinterest/
  2. I’m still working on my ifr, by far the majority of all of my landings are without flaps, no issue at all doing so, normally we have a long runway to work with
  3. I have taken longer than I should to get through this rating and close to being done, but, looking back in no way would I have wanted to rush this, there is just so much to learn and not having the chance to really fly in the soup is a disservice to the process and a risk, the foggles or hood does not even compare to real IMC. Just my opinion, but, everyone takes a different path and nothing wrong with an accelerated program with longer term continued training post the rating.
  4. I have a 64 mooney M20c and my personal minimums are 3.5 hours, then I land somewhere fuel up, plane, body, and rest for a short bit, gives me a chance to also look at the next leg with a different perspective, 3.5 will get you far, as for going straight from the US to Ketchikan, I have met a few Mooney drivers coming through my airport for last fuel up before crossing Canada. Personally for me, I would stop on the northern tip of Vancouver Island, before flying over the remainder of that busy wild between there and Ketchikan, not too many outs from that point on. Just my opinion, I would like to hear how your trip goes if you do not mind?
  5. It’s not you, I had to scrub our planned flight from Seattle to Logan, UT last weekend and just ended up driving. The entire NW was lit up like a Christmas tree with airmets, low turbulence, icing levels were low, mountain obscuration and convective cells. When we drove down I-90 and I-84, the weather was as predicted over the passes, along the interstate, severe wind at ground level etc, heavy down bursts of rain, lightning thunder and you could see fresh snow well below the tops of the mountains, it was the safer call, Also, I considered diverting north or south in my flight plans as alternates, that was not an option
  6. Great flying with you all today, here is a short bit of video https://youtu.be/-8fBWeaqyKg
  7. Hey Dan that stinks, no clue on a mechanic at Kawo, just cannon for avionics, be sure to ask on FATPNW, I have an extra starter (skytec) do you know the model of yours, send me a message or email me,.
  8. Only thing I can think of that you did not mention was your sd card, those can be a problem, I use lexars and they have never given me an issue. Also what resolution are you recording at? https://www.amazon.com/high-Definition-Camera-high-Speed-tachograph-Memory/dp/B07Q74H6ZW/ref=sr_1_4?keywords=lexar+sd+card+reader+high+definition&qid=1555880663&s=electronics&sr=1-4
  9. Here is mine, might give you a few ideas, I took more of a let’s work with what I have approach, new 650, dual G5’s, gad29b/gpss steering into existing century iib auto pilot, GTN 345r adsb in/out and flight stream 210. Overall, very happy with the tech and future upgrades include audio panel and new auto-pilot tbd will help drive rearranging a few items in the panel.
  10. Played Instrument Safety Pilot for @amillet this morning, it was a wonderful flight; continued learning experience for me and Alan did a great job, Sequim>Friday Harbor(RNAV 34)>Oak Harbor(RNAV 07)>Port Angeles(RNAV 26)>Sequim with roughly Ten minutes in IMC.
  11. Thanks for sharing Don, helpful perspective and info as I am currently working on my IR
  12. Nice way to go about it, wouldn’t mind seeing a picture of that in your panel, others might benefit as well. So little space we have to work with.
  13. I had already purchased the 210, great points for having gone with the 510 though and I believe they have already wired up the 210 in the plane.
  14. @Marauder great points and I seriously considered the L3, but, on the initial plan, its footprint size definitely did not coincide with fitment into the limited panel space. As stated before, great looking panel.
  15. Despite my avionics shops efforts, there is no place on the right side to fully get the xpdr in there, so remote it is. Basically in the panel will be the KMA24 on top, the 650 below, and then the 430 on the bottom. Talked with the Avionics shop and the Flight Stream 210 will still meet the mission just fine, but I can see why the strong recommend for the 510. Also, thank you Paul @gsxrpilot for the feedback on the xpdr being remote, it bugs me a bit not having a per se separate control interface, but, also believe the risk is lower than what I first thought in regards to the 650 going blank and how an in flight issue with this tech could be managed. Maybe in 2020 I will replace the 430 with another 650 or 635 so I have two interfaces into the xpdr, as well hoping to potentially do a comm upgrade at the same time. After this upgrade the next things in 2019 are a fuel tank reseal on the left side and hoping TruTrak will finally get their AP approved for install so I can ditch the Century IIB.