bob865

That's perfect! I bought a G5 when my ADI died back in January and absolutely love it. It's time to finally add a GPS and was weighing the option of a $2000 GI106 or a $2500 G5 HSI and it felt like a no brainer which is why I did the G5 attitude in the first place.

I just assumed it was the wind shaking the camera. Mooney's are fast, ya know.

There is also Windows Movie Maker if you're windows based. It's not native anymore, but a few google searches and you can find it. I'd put it on the upper end of basic. It's definintely not a high end software, but it will splice together video, allow you to cut and paste, speed up, slow down, adjust audio, etc. With the exception of the music which youtube added this video was shot with a contour roam 2 mounted to my tail tiedown and put together with Move Maker.

I'm looking at finally putting a GPS in my plane. There was recently a discussion about what was required for making a GPS installation legal for IFR and one item, as I remember it, was an indicator and annuciators showing the source in the pilot's view. My understanding was the GI-106 had all th annunicators on it so it covered this requirement. Anyway, my real question is, can I use a G5 as the indicator for the GPS for a legal IFR installation? I know it's capable of displaying the info, but would this still be required to have a traditional indicator? I was planning to upgrade my DG to a G5 as well when it dies, but if it can act as a legal indicator for IFR GPS use, then I would prefer to buy that over the traditional indicator. Thoughts?

I agree, @Antares. I'm a chicken when it comes to flying. Could I make it? I'm sure I could, but do I really want to take that chance? I want to take long weekend trips, but I feel like without my instrument rating the risk of having to call out of Monday becuase I'm stuck somewhere for weather is just too high. The couple of times I've had weather push me toward the ground are enough to keep from taking a lot of chances with it. I always, so far, err on the side of caution, keeping in mind it's always better to wish I was in the sky than to wish I was on the ground. My plan is to use the rating to get on top of those annoying 1000-2000ft celilings we seem to get a lot around here, not to fly in bad weather, and to have the comfort that should some clouds move in over my destination, that I don't have to search for a hole to get below them or search for a better airport. I can instead just get a clearance and punch through the clounds. Plus why have a mooney if you can't get high and fast!

Thanks everyone for the insight! This definintely helps a lot! PPP is definitely in my future, unfortunately it's not in the cards for this year (Just changed jobs so not very much PTO for this year and getting married in a couple of months so what PTO I have is accounted for). This is exactlly what I needed. A starting profile to dial in specific to my plane. I'm sure I'll have more questions in the future, and unless something changes, moonesspace will always deliver.

Unfortunately there is no such thing in my area. I fly with the most experienced mooney instructor I could find and at this point, I now have more mooney hours than he. This is why I'm reaching out to the community to see what knowledge the collective can offer me. We did a BFR last week and his normal arrow power settings barely had an effect my fast and slippery mooney!! This is good advice. This was my plan to try to build a profile myself, but I realized why should I figured it out myself wehn the collective knowledge of mooneyspace can save me hours of trial and error. What speed indicated do you guys normally fly your holds? 60% Cruise for me is typically about 145 mph IAS.

Hey everyone. I bought my mooney M20E about a year ago now. My main reason for buying her was to have a good solid IFR platform. However she was a big departure from what I was used to (cessnas and cherokees), so I told myself I needed to fly her a while and get confident and competent in normal operations before I jumped into instrument training. That time has finally come and I'm going to start my training soon. What I'm hoping to get some help with is what is your normal IFR flight profile look like? i.e. climb 26/2600 cruise 22/2400 Hold ??/???? Approach ??/???? - Target ???mph before ??? Gear down at ??? Flaps down at ??? That is what I'm thinking anyway. You guys correct me if I'm way off. Just looking for help/guidance in handling the plane under the hood/in the clouds to get a starting place.

Where are you finding refurbished avidynes? Something I would be interested in myself, but I've never seen one.

We are really proud of our downtown. I keep changing jobs just to make sure I stay here. Moved here from GA about 10 years ago and couldn't be happier!

Hey @FastTex, I see you are in anderson. I'm up the road in Greenville. Who is doing the work? Is it someone local?

Yours just has a stutter.

I don't know about dual out, but the GDL-88 is in also. Weather etc is only on the UAT frequency. I agree that transmitting both is redundant, but I can see why he would have both devices and not wanting to disable it.

My fiance is the same way. Wheels up, head down. I don't think she has ever made it through a whole flight without sleeping.

I'm going to guess: The only part of the ADS-B that is pulled from the transponder is the squawk. The position, altitude, and all other info necessary(including aircraft info) is part of the ads-b out transponder itself and is broadcast once per second. I would assume that if the ADS-B transponder doesn't recieve a squawk from the on board transponder(it is off or malfunctioning), it would just broadcast 1200 as per a normal VFR flight. I'm basing this also on the fact that there are several ads-b transponders out there that will allow you to broadcast 'anonymously,' skybeacon included, meaning they still broadcast your position, but not your tail number. As cool and nice as ADS-B is, personally I don't see the old Mode C going anywhere in the near future. I expect RADAR to continue to be a major part of Terminal area survailence for the foreseeable future. A backup to the ADS-B system or vice versa. Enroute center areas however, I definintely can see them discontinuing RADAR service in those areas in favor of ADS-B recieving stations.

I had to google it. Upsidedown in the Weeds On Fire.

Check your prop governor. Mine was leaking and directly below it is a little 'shelf' for lack of a better term that it would collect on. Once enough collected it would then show up as streaks on the NLG doors.

Guy on my field bought a 201 that had a gear up landing and repaired it. He was really proud of the fact that he only replaced the bolt and lock plate. Felt like anyone who did more than this was a sucker. This is also the same guy that less than a month after boasting how much he saved, had trouble on takeoff. When he got it back on the ground, found he hadn't sumped the tanks and he had sucked water into the engine. And then a month or two later he ran off the runway and trashed the plane at Myrtle Beach. A pattern of bad dicisions?

I can echo your experience. Mine was an IO-360 that sat for almost a year and had only a couple of hours over the previous couple of years. We treated the engine as if it was a new engine, and flew it like we were breaking it in. We also changed the oil very often, 5-10 hrs, for the first few and sent all samples out for analysis. All analysis came back fine and the numbers actually improved with each oil change. Part of the oil's job in the engine is to clean, so we ran the engine and let it do its work and changed it often so we always had fresh "clearner" running in the engine. After all of that, no major work needed to be done. We are keeping an eye on one cylinder becuase it has slightly lower compression than the other 3, but still well within limits. We are at about 75hrs since purchase and have only had to clean an injector and replace the spark plugs. I'm knocking really hard on my wood desk as I type this though.

I'm no expert by any stretch, but per lycoming it now has to be torn down for inspection using the following breakdown: https://www.lycoming.com/sites/default/files/SB533C Recommended Action for sudden Engine Stoppage%2C Propeller_Rotor Strike or Loss of Propeller_Rotor Blade or Ti (1).pdf The plane I bought had a prop strike many years ago and reading the log books I believe the prop strike inspection/rebuilt was about 8k-10k and that had no damage to the case or major components after inspection. I saw Alan had an engine posted the other day for 12.5k. I don't remember the details to know how close a comparison is to your engine. But if the engine would sell for 12.5 and needs a 10k inspection that leaves you with 2.5k in value which is a gamble since if the case were to have been cracked that 2.5k is now gone and then some. Maybe someone with more experience will chime in, but to me it doesn't seem like it's worth anything. Seems like it would be worth more parting it out. On the other hand, I might be interested in the prop as a decorative piece.

Not questioning your or the mighty mooney's capabilities. I just know my limits, and that airport is outside of them. At least for now.

I keep checking back on this post for pictures and still have not seen any. Is @ValkyrieRider still around? Was this post just some scam for some internet attention?

You have to be careful with Hendersonville though. It is really narrow and short (3075 x 40). The runway is parallel and close, really close, to a line of trees. The remarks on AirNav reiterate this: - LANDING TRAFFIC USE CAUTION WHEN WINDS GREATER THAN 10 KTS. - NORTH SIDE OF RY HAS 60 FT TREES 80 FT FROM CENTERLINE. - NUMEROUS OBSTNS IN APCH AND PRIM SFCS. HANGAR 90 FT LEFT OF RY 33. ACFT PARKED 40 FT FM EDGE OF RY 33. The wind caution is becuase If the wind is anywhere from the north through southeast, you can expect bad turbulence over the runway caused by the trees. Personally, I'll pay the few extra dollars and not take that chance. I'm a hobby pilot and not a bush pilot. Plus my mooney is still pretty new to me. I don't trust my skills in those conditions.

I'm glad to hear this. I live in Greenville, about an hour southeast by car or 15 minutes by mooney. My fiance and I love visiting the area, but I usualy refuse to go by mooney because of the reputation. Mostly becuase if I go, the beer there is too good not to partake, so it means an overnight stay and I didn't want to handle the high fuel and ramp prices when a drive isn't too huge of a difference. And for difficulty, at least from the southeast, it's not bad. I flew in there as a 45 hr, recently licensed, pilot with no issues. But then again, I don't fly across the mountains to get there.