MBDiagMan

I have no idea if it’s the original switch or a replacement. I haven’t owned the plane since new. When I bought it, Paul Maxwell thought that I could pull it out to disable, but we never were able to accomplish it. I will be happy to post a picture if I can just remember your request when I’m at the hangar.

I don’t have nearly as much experience with it as many here, but the only thing that bothers or effects me is PTT in the pattern. I don’t have one of the switches that you can pull to diaable, so I have to hold the switch for maneuvering. I have tried just muscling it, but I just feel like I will break something. Having a quick and easy way to disable it would be the ideal solution.

Mine gives 2660 with everything forward on takeoff and climbout. I worried about it at first but finally realized that if I still had a tachometer instead of the JPI, I would be reading it as 2700.

It’s nota ‘66. The serial number indicates that it is a ‘67 model.

Mmm-hmm.

Yes depending on whether you use Jepp or Garmin as a vendor determines which card and which reader you use. Additionally the cards are different between WAAS and non WAAS. And yes I’m talking about the 400 and 500.

Garmin Data or Jepp Navdata? They take different cards and readers determined by which vendor you buy the data from.

Thanks for the viewpoint Navi! It covers the problems quite thoroughly that came about due to the sale of the company. The problem remains though, what about the almost three year run of false alarms since that time? Being retired from a decades long career in the automation software industry I feel I have a good understanding of both technical and business challenges to include perception by customers and the industry. Being open and forthright with customers regarding both the good, the bad AND the ugly, goes a long way toward building a loyal following. ”Perception is reality.” After almost three years of seeing false hopes, perception is formed. Can’t help it.

Uh huh. sure. Only two months from now? Wow! Where is it that I heard that before? Oh yeah, it was from the same people except their pay check is now signed by some one different. Same old vapor ware, different label.

Airventure 2024? I’ve never met you, but you appear to be a quite optimistic person by nature. Very impressive!

I was told in September 2018 by the TT rep, face to face at a trade show type event that the testing was recently finished, submitted and I could purchase it “ next month.” It might end up being “next month,” but from what month? So, we are at almost three years and counting. Real reliable organization this.

Why not? If it makes any difference, my F has all the J aerodynamics except for the wings. Aerodynamically it is virtually a J.

I am just now starting to try to work out the best way to use the speed brakes during approaches. I seem to have my best luck using them to stabilize the airplane between the IAF and FAF getting below gear speed and to flap speed, then just before the FAF bring down the brakes and then bring down the gear. I would like to hear how you might be using the brakes, if it all, to improve your approaches.

Yes, I would have never spent money to add speed brakes UNTIL I bought a plane with them already installed. They add so many different tools to the box that I don’t know how I got along without them.

Yes, I would have never spent money to add speed brakes UNTIL I bought a plane with them already installed. They add so many different tools to the box that I don’t know how I got along without them. I slipped my F when I first got it, but once I started using the speed brakes for different things, I dont remember the last time I slipped it.

I use a 12” iPad and a rubber case that sets on my lap without slipping around. For IFR I use small plates clipped to the yoke so that I don’t have to look down. For VFR I don’t mind looking down, so I don’t have anything on the yoke.

I have never paid much attention to airspeed when slipping because it won’t be correct anyway. Before my first Mooney I had slipped my Cessna 140 a gazillion times and on my private checkride in it, the DPE yelled “keep that nose down” at the top of his lungs when I was demonstrating a slip. Any time I slip now I hear his words, so I always keep the nose down. When Bob Cabe brought my C to me and did my familiarization training, I had flown a good bit with him when I came in high and asked him if I could slip a Mooney. He said “sure, you can slip this one all you want. I was on final, so I was probably doing 80 or less, so I just laid it over, kept the nose down and slipped it like it was my little taildragger. I think that slipping is something you do much more by feel than by instruments. If you’re properly established on base or final, you will be at a good slip speed. I usually am slipping on final. Often I start the slip when I’m turning final and just hold in some bank as I straighten up for final. Actually after having gotten more Mooney time, I don’t remember coming in high and needing to slip recently.

Yes, a miracle could indeed happen, but I won’t be holding my breath.

What things besides Foreflight do you use your iPad for?

I understand your feelings. I have had those feelings for almost three years now.

Expecting a miracle?

If you don’t have an autopilot that would be number one. Then I would put a JPI 930 to the right of the 530 and put in a GTX345. But then, I like steam gauges.

Speed Brakes! One of the very best mods for a Mooney..

Wow! Here we are almost July and still, nothing but crickets!

Both my first Mooney, a C, and my current F have the J windshield. My current one has no behind the panel access from above, but has been manageable even though it has gone through some major panel work. My C had small, custom made access panels at the front corners which eased panel work quite a bit. Those little corner access panels make a great compromise. As far as expense being worth the gain, that’s a personal decision. Are a few extra knots worth it for YOU? Another thought is, do you need a new windshield anyway! In that case it might be the time to do it.