larrynimmo

All I can add is you definitely want the UV tint….it really makes a difference and is worth the add on cost

Skip, I like to be fully configured for an ifr climb before I enter the clouds…so I will raise my flaps a little earlier than normal

I strongly believe that the 650 can do 90% or better of what the 750 can do. use you yoke mounted iPad mini for your ultra fine charts, traffic, route planning…have the FS510 so you can send routes back and forth

FYI….during annual, I had my AI remove my gear box so I could send it out for the spring replacement….after Re-installation, we had tested manual operation….problem is my AI left old tires under landing gear as a jack while gear box was removed. we had exercised the manual extension and we bowed and bent a rod. While we did remove and straightened the rod, my AI said I need a new rod….$650… that was 3 years ago…not so painful anymore

Please realize with the whelen (and likely other LED brands) your announciator lights will not go full bright when the nav lights are off. It depends on a back feed from the nav lights when not energized. one solution is to have a small relay grounding the (-) input this is documented in other posts if you search for it

At the very least....Check with your A&P or avionics shop ..but most will let you pull your own wire....doing so should get your installation to be minimal at both ends. avionics shops don’t want to pull interiors apart...

Another possibility is that you could just run the cable and let the mechanic do the rest... it took less than 1/2 hour to drill the panel, solder the 4 wires and install the module (once the wire was pulled in) removing the glare shield, finding a useful + power source and an unused ADF or DME wire and neatly make up wiring should be left to a skilled professional...took me an hour and a half largely because my A&P made me route a wire from a breaker and install a panel mounted fuse and a power switch...this process took me 1.5 hours. I would hope an experienced mechanic would have done this under an hour. It gets a lot easier if you could find an unused + wire, or fuse off of another circuit...LHS has almost zero electrical load and can be fused with a 1 amp fuse

Yea M20J....and it really came out nice...go to your mechanic and show him my comments

I worked under the guidance of my A&P....removed seat, passenger side panel and pulled in a shielded 4 conductor cable following other wires...removed one bottom panel near back of plane, ran wire into the void where the rear inspection cover is. Installed plastic sheave where exposed to any edges as anti-Chaffe.... Strip cable and solder on a provided 4 conductor connector body. Do the cut out of the panel as instructed and attach the device to the panel...plug in, screw panel back in place. Put interior panel s back together, reinstall the seat. remove glare shield...route wire up....I made my all white wire ground....white orange fuse protected 12+, white/green wire taped off, then the critical wire white/blue I hooked to an abandoned wire marked DME. Prior to putting on glare shield, power up, program, set volume then reinstall glareshield ..took me 6 hours, but I also installed an on/off switch on my panel. I would expect an experienced AP to get it done in less than 4 hours..keep in mind it takes time to reinstall side panels but aligning for those pesky little screws

I don’t need to stretch...I use my iphone11 and take a picture of the gage with a zoom setting

My voltage was going all over the place ....from 12.5 to 15v with no real logic. I did remake connections at the alternator...no difference.... .but then I was able to find a factory sealed exact model# zeftronics VR on eBay for $200...With guidance of my ai I installed it (plug and play) never below 13.9v and never above 14.1v with a steady 14.0v 90% of the time. before and after I always had noise like an “alternator whine”....when the avionics shop changed out my audio panel with a Garmin GMA345....ALL noise stopped.

Let’s face it....a 200’ height call out offers significance to us instrument rated pilots....most LPV and ILS approaches have a DA (above AGL) of about 200’... this call out (if not broke out) definitely would prepare you for the “go miss” timing.

They didn’t come yet, but they never charged my charge card...I need to follow up today

Yet another gear up landing in Chesapeake Virginia airport....reported today on facebook

It makes perfect sense to install your 4 conductor 22ga cable from wing to panel while plane is going through annual....as interior panels should be removed for inspection of roll cage for corrosion ...you will really appreciate the LHS call outs ...especially while training

Skip.... I just put in the gma345 am couldn’t be happier. that being said ...I respect the alternative PMA unit. my conclusion is that you need to make a change, and you will really appreciate how quiet and crisp the headphones are. Both audio panels are an upgrade larry

Pairing the phone is so easy and it works perfectly....and yes crystal clear

I finally did my “final” upgrade....I changed out the audio panel. All I can say is “wow” much of the time with my original king unit I had an alternator him sound ....and now it is crystal clear and concise....expensive, yes ....but it’s worth it. The integration of music through Bluetooth is spectacular

I have a condo at oc md....many times on sundays I will fly back with my fiancée after dinner and I end up landing more than an hour after sunset.... almost never do I take off an hour after sunset....therefore I need to do currency flights. And it would be convenient to just add this to the end of a flight, but typically I am too tired to tackle this add on task

Not unlike many of you I have to do the three night take-offs and landings every 90 days...if it were just landing, I would have it made, as I do about 3 a month, but rarely do i do a take-off. I find this to be perhaps more challenging than IMC flights for the pattern work and orientation...and last night the active runway had a 12 k tailwind at 200’agl... last night I did my 3+3 and all went well, but I was most satisfied with my near perfect landings...I truly owe the smoothness of this task to the Landing Height System....and I just love it when I am just above the runway and it says 1....1...then I grease it easily on the pavement. Prior to LHS I really struggled with my night time landings. of all my high tech items on the plane, I take the greatest satisfaction with this add-on. don’t get me wrong, when winds are gusting and buffeting or extreme crosswinds landing are challenging even with the guidance

That’s one of the reasons I don’t fly 170k in the pattern....another reason is the Mooney isn’t fast enough...and third, most importantly I know better

I have yet had the opportunity of landing in a parallel runway environment (except at KBWI in 1970’s). If you are turning base to final and you have a tail wind , your course could drift off center encroaching the path of the perfectly centered straight in aircraft. it’s a shame that ATC couldn’t have somehow spaced the timing to avoid this kind of collision hazard

Looks like there will finally be a plug and play replacement for our kx155/165 radio...it is going through certification

That makes no sense....I would look to failing 60 amp alternator or a failing voltage regulator. unless you are constantly illuminating an incandescent landing light, strobes, and pitot heat all the time.

Funny you should mention a 152 ( which only had 30 degree flaps) as opposed to a 150 (which has 40 degrees flaps). I was told that on a 150 if you didn’t retract you would “splack “.... that being said, on a m20j, you better have that prop on (or near) full forward or you will be scaringly disappointed with your climb rate... when I was trying to add to my cross country hours (prior to ifr) my cruise was 22/22. Then I would do a touch and go at an airport...when I failed to go full forward I was climbing at like 200 feet per minute...it put a scare in me