ilovecornfields

That’s an exaggeration! Mine only lasts 9 months on a single fill.

I’ve had great experiences with the MSC at Troutdale (Advaced Aircraft). Greg found stuff two other MSCs had missed. There are definitely some good instructors in the area as well.

My experience transitioning to a Mooney (from an Arrow) is that it required a lot more trim changes to get stabilized. I think this is because of the much greater speed and power. As Jay pointed out, it takes a while to reach equilibrium. I think the nice thing about the Mooney is that these changes are pretty predictable. As you level off from climb, for example, you will need left rudder trim and forward elevator and more of this as you speed up. Once it gets to its cruise speed, I don’t think it’s any less stable than a 172 or Arrrow, just takes a while to get there. Passed a 172 yesterday with a 70 kt overtake. My son said “that Cessna’s flying backwards!”

He’s 8. It was in a 172. He did a great job. I was in the back and I when I asked him to do a hammerhead he said “Dad, I’m the one flying! Be quiet!” Sounds like I’m going to be working on my commercial and CFI...

First lesson done. Already thinking like a CFI! (See mug)

I guess we never have to argue here about who has the nicest panel. I think you’ll need a safety pilot to help you learn that new controller....

I apologize if I misinterpreted your intent. I haven’t read the thread you’re talking about but I think I get where you’re coming from. Still disagree, but I get it.

Not sure about the “histrionics” but your post is not internally consistent. If a new pilot is flying into low ceilings it has nothing to do with WAAS vs non-WAAS and everything to do with poor training and decision making. The exact same argument could be made for flying an ILS approach. Judgment issue, not a GPS issue. I get that everyone has different resources and priorities. If I could afford it, I would buy a Pilatus. I can’t, so I fly a Mooney. It seems like the only reason you started this thread was to “prove” that WAAS GPS isn’t worth it and (not surprisingly) you have confirmed your predetermined conclusion by your very unscientific sampling methods. I’m not entirely sure what that was supposed to accomplish. If you want to fly an ILS, that’s great. If you want to fly an LPV, that’s pretty awesome as well. Why don’t we spend more time talking about these amazing planes we get to fly, the places we get to go and the people we meet instead of judging other people on how they choose to spend their own money?

That looks like a neat program. Does it have other useful conversions?

It’s ok because it’s an ILS. If it had been an LPV approach that would have been dangerous!

That video was awesome! I’ll bet the NTSB salivates when they see something like that. It’ll make the accident report easy to write.

Since reading this thread I’ve started to use it in my coffee! I think it’s easy to understand why you wouldn’t sump your drain. If you’re alive and reading Mooneyspace, then it probably hasn’t happened to you yet. Come to think of it, a lot of things we check for are pretty low probability events. I’ve only found a couple of things on preflight that made me not fly so I could probably skip that most of the time. Draining fuel - I’ve never pulled anything off other then 100 LL so I could probably skip that. And let’s be honest - checking the weather is a waste a lot of the time as well since most of it will show up on the iPad once you’re in the air. And let’s not forget to mention you can get in the air a lot faster if you skip that silly runup.... Wow! Think of all the time I just saved! P.S. - I don’t know how to do the green font thing so please imagine a green font as you’re reading the above.

Thanks for all the responses! Sounds like both are reasonable options and I’ll continue to do what I’m doing which is to fly the LPV approach unless the ILS has lower minimums and it looks like that will be an issue.

Did you try pulling it all the way up then pushing it all the way down slowly a couple of times? Mine did that once but that fixed it. Hopefully it’s not dripping in the hangar. Might be a good idea to make sure your fuel valve is off.

I’ve noticed a lot of airports have ILS and LPV approaches to the same runway with similar minimums. I usually pick the LPV approach but I’m wondering what other people do and the reasons for it. My thoughts are that the LPV approaches have better monitoring and the missed approach is usually easier. Not sure if there are any advantages to the ILS.

Might be a better idea to keep the transponder in the panel and use the remote audio panel if you’re worried about that. FS510 might make more sense than the 210 if your already getting AHRS through the 345. I have a GTN 750/650 so either one will control the transponder.

Thanks for the responses. Yes, I do live in California. I’ll try the coffee can and see if that works. Always wanted to try leaded coffee!

Sorry if this has been covered already but my airport doesn’t like fuel spilled on the asphalt so I’m trying to figure out if there’s any easy way to catch the fuel from the gascolator into a GATS jar so I can pour it back in (on an Ovation). Anyone have success with this? Some have recommended just not draining the gascolator and that seems like a bad idea to me.

If you’re arguing that as a citizen of this great country you have a RIGHT to be obnoxious, unsafe and contribute to the already poor public impression of GA safety which leads to more restriction, regulations and the loss of public use airports then you are absolutely correct. I would argue that in addition to our RIGHTS we also share a RESPONSIBILITY to the public and fellow aviators to fly as safely as possible. My personal experience in 28 years of flying is that ATC will bend over backwards to help me out as long as I interact with them in a respectful and professional manner. Since I’m paying for their service, I plan to take advantge of it. Regarding the “longish diatribe,” I welcome it. I have met @kortopates and he is one of the most knowledgeable, competent and professional aviators I have ever met. In additon to what he mentioned regarding his work with the FAA, he is also a CFI, MAPA instructor, A&P, teacher at the local college, Savvy analyst, retired engineer and a bunch of other things I probably don’t even know about. I have flown down to San Diego more than once just to fly with him (I told my mom it was to visit her, but it was really to fly with Paul). Perhaps as a thought experiment consider what generally happens when everyone behaves in a professional and respectful manner in a shared space compared to what happens when everyone behaves in a selfish and obnoxious manner “because I can.” You certainly have the right to be “that guy.” Whether or not you chose to act that way is up to you.

I don’t think anyone will convince you otherwise but I’m in the “file IFR or get flight following” camp. I learned to fly in San Diego and most flights were in San Diego/LA area. Since I started flying in 1990 I can think of only 2 instances where I was told I couldn’t get flight following. I understand different places are different but I think if you’re flying in a congested area it’s the safe and courteous thing to do . As an example, my last flight was from PSP to SBP. I flew VFR over the top of the Class B at 10.5k. I didn’t need to talk to anyone but I still requested flight following. At one point, the controller asked me if I could turn 20 deg right so I wouldn’t interfere with the traffic into ONT. if I hadn’t been on flight following, he would have had to vector everyone around me. It’s just part of playing nicely in the sandbox. Not everyone does. Maybe if you’re being denied flight following it has something to do with how you request it. Like I said, flying in some of the busiest airspace in the US, I’ve never had that problem.

That is very disturbing! “Do you plan to depart with the speedbrakes deployed?” followed by leaving the gear down and going NORDO and not knowing which way to turn. I wonder what motivated him to keep going? I have a rule that if I do three stupid things before I take off I cancel the flight. I would like to think that if I had this many problems just getting out of the traffic pattern I would have had aborted the trip.

Ha! My uninformed opinion was right!!! Anyone want my thoughts on relationship advice, financial matters or other subjects for which I am similarly unqualified?

“I will go hand gliding again as I did not get to enjoy my first flight.” Really?!

Maybe @TrekLawler has an opinion on the “features” associated with the new update? I tried to print out an ADS-B compliance report after the software upgrade and it shows the air mode was ok but didn’t comment on the ground. Seems like it would be good to have a summary of the changes. My G500 software had to be updated as well but I have no idea what the new software adds.

I am in no way qualified to answer your question, but since it’s the internet i’ll give it a shot, then vigorously defend my uninformed opinion agains all those with more knowledge than me: Looks like #2 CHT has the same pattern. EGTs don’t seem to change that much. I wonder if it’s the baffles or something to do with the probes or harness?