Stetson20

Thanks! The weird thing is that it worked fine in receive mode. It was only recently that I attempted to transmit on comm 2 and that popped the c/b

My personal "hard IFR" was last month trying to reposition my plane from KGRR to K9D9. Smoke from the Canadian fires had visibility less than a mile. As I was on the ground, I could look up and it seemed a lot like a thin fog layer. I planned to take off with an IFR clearance, and cancel once above the "layer." Nope. It was IMC the whole way (all of about 30 miles) and I was preparing to fly the GPS approach in to 9D9 as they vectored me right over the top of the field. I could see straight down from 2000 ft (min vectoring altitude) so I canceled, and entered the vfr pattern from there. But I will say that the smoke was the most deceiving conditions I'd ever been in. I'll have a better plan next time. Most likely wait it out. My 2 cents...

Same here. Bought an extra SD card for my GNX-375. FWIW

Sorry for the lagged response, I was on a trip. Here's my newly installed comm panel... Com 2 is a GNC 255 (not sure if 255A or 255B)

I was trying to make a call to the UNICOM freq on my #2 comm, as I was talking to JAX approach on #1. Transmitted and the radio went dead. Didn't have time to troubleshoot, as it was MVFR and several airplanes in the pattern (KHEG). I only figured it out once I landed. Noticed the #2 COMM c/b was popped. Anybody got any thoughts? This is a fairly recent panel upgrade. TIA Stetson20

I had a pretty severe shimmy on touchdown today. Did a couple high speed taxi passes and nothing near what I experienced at touchdown. I was probably doing 75kts and touched down a bit firmly, but didn’t bounce. Noticed a flat spot on a newly installed main tire. Edit: High speed taxi up to 50kias.. Anyone have this happen with a flat spot on the tire? I looked at the nose gear assembly but nothing seemed amiss..

Related question- should my horizontal elevator be level during preflight? Another Mooney owner on my field noticed that my elevator was sitting in the full nose up position when the plane was at rest. He showed me his, and the elevator was spring loaded to neutral position. He has a J, mine's a K. I didn't even notice at the MAPA PPP looking at the other planes.

Go to the app store and try maps.me I can't vouch for high resolution, but it's free..

So the KC191 is the control head for the KFC 150 autopilot? Thanks for the clarification!

www.mooneypilots.org is the website I think you can email them and get more details (hopefully)

For my clarification, the KC191 is the part number for the bulb? I have the KFC 150 autopilot. Thanks!

I was able to update most of my panel except the autopilot. I have the KFC 150 and K297B altitude pre-select. They work well, however, the 150 has burned out back lights so I can barely see the displays and the 297B has something wrong (I believe) with the photocell which makes the display extremely dim at all times. Anybody recommend a shop for relamp/refurbishment? I searched threads with the word "refurbish" and there weren't many. TIA

www.themooneyflyer.com

Update: Waiting on getting my plane in to get the injectors and fuel distributor (spider) cleaned. Savvy recommends taking the plane up for the SavvyAnalysis Flight Test Profile. Thanks to @kortopates for the guidance. I'll add to the thread once my injectors are cleaned and I'm able to gather some more engine monitor data.

I highly recommend going to a MAPA Safety Foundation PPP. (Mooney Aircraft Pilot's Association Pilot Proficiency Program). You get credit toward the FAA Wings program, as well as possible insurance discounts. Check with your insurer. But the main thing you get is access to a highly experienced group of Mooney-specific instructors who will help you really get to know your airplane. I got my Mooney last spring and only recently was able to attend a MAPA PPP. It's made a huge difference in my understanding of flying the Mooney, it's peculiarities, and best practices to get the most out of your experience flying these magnificent machines! I know- I sound like a brochure, but attending one of these (or at least finding a MAPA instructor to do your "transition" training) will make a huge difference. Good luck and welcome to the Mooney community! Edit: Post a pic of your plane! They're all beauties!

Congrats! What part of Michigan? Welcome, there’s a ton of information and helpful Mooney enthusiasts here!

Excellent training. Gave me a much better foundation for flying my plane. As I had so few hours in the plane, my training consisted of more "orientation/transition" than preparing for a BFR. I'm very satisfied with the training and planning to attend again next year.

Took a snapshot enroute KRDG to home base… going to upload the data to Savvy later tonight.

Lakeland FL Jan 27-29 Henderson NV Apr 14-16 Lexington KY Jun 9-11 Westfield MA Sept 8-10 TBD Oct 13-15

ICP? Not familiar with that acronym.

Probably a moot point anyway. Looking at the weather tomorrow, it looks like south over Detroit to Toledo area, then fly east parallel to Lake Erie. Weather is still in the area between DTW and Erie, PA. Starting from Lapeer (D95), I’ll need to go south around the clouds and associated freezing levels. But thanks for the input. I may take the shortcut going home to MI.

So does that bill get sent to me via mail or I need to go pay online or ?? It's worth it to cut the corner on the flight, IMO.

Looking at east central Michigan to Reading PA for the MAPA PPP later this week. Departing Lapeer (D95) to KRDG takes me directly over Lake Erie and through Canadian airspace. For easy planning and shortest time over water, the route looks like D95 FOWEL KRDG. My question is: Are there any fees associated with flying through Canadian airspace if you don't land in Canada? I've already reviewed the AOPA Canada flying guide, but it's a bit confusing. My flight originates and (God willing) terminates at a US airport. TIA

https://www.lightspeedaviation.com/product/delta-zulu-anr-headset/ I was looking at this one as it has integrated CO monitoring. Thoughts?