BravoWhiskey

Right, that’s because the nxi wont work with GIA63. It only works with GIA63W and GIA64. At least that’s my understanding.

So then Garmin should have no problem getting the STC for the Nxi. They claim they are waiting on Mooney.

How does one get this STC? I don’t know what it takes to get the STC done but I do hope Mooney has one available for me one day. Even if I don’t have the upgrade done, it would at least open an avenue for us Non WAAS g1000 folks.

I have a GX which from what I understand can’t be changed from the G1000. At least not yet.

Not about saving money really. I am trying to decide whether or not to do the Legacy upgrade or wait for the possible Nxi upgrade. What I don’t want to do is spend x today only to spend y again next year… again all hypothetical

I had a belt get hung up/slip as a result of bad bearings. Did the same thing. Worked then didn’t work then worked the snapped a belt then flipped another one… needed an overhaul.

I would imagine you would need to in order to confirm with CD that you understand your route. Think “read back correct”.

I have a non-WAAS G1000 in my M20M. Aside from that I have everything any pilot could really want in an aircraft. I don’t feel I need WAAS since we don’t have LPV at my home field, and Trenton has ILS. And the minimums for LPV and ILS are below my personal minimums anyway. The G1000 has a nice Raim prediction function and in the Northeast I don’t think I have run into any outages. So I’m good with what I got and I don’t intend on selling to find a different aircraft. But, hypothetically, if I were to have the ability to upgrade to WAAS would it be truly worth the investment now? Or do I put some faith and patience into the potential Nxi upgrade (although I am more interested in MGTOW upgrade). All wants… no needs.

Cruise chart states something like 10 gph at a low setting of 24/2200. You can float around up there for hours!

With the FIKI and AC plus everything else you don’t get much UL out of it… I’m at 832lb. And top speed might be impacted a bit. I get about 172-175 @ 12.5k running @ 30/2200. I don’t see 180 at that power setting until 15k plus. With a fuel burn of about 17.5gph. So I guess like everything else there is compromise. Overall I wanted the plane for work… great for business, lame for family vacation. If it was just me and my wife (which it will be when kids get to college) it would be easier to plan some serious trips. With the four of us we are limited to no luggage/no shopping day trips.

I filed a long route from the Midwest back east and had the controller say hey you want direct? Of course I do… then he says oh wait, Philly wants you on a Victor airways once you are near X waypoint. once you are in a congested area it is much easier for them to keep you where it eases their workload. Let’s face it, safer for us too if they aren’t overloaded…

I think if I was on a longer flight and a reroute added time and fuel consumption I would have been much more likely to say hold up let’s look at this again… my flight back home the same day presented another scenario. On climb out to 3k tower told me to maintain VFR. I was IFR and had IMC at about 2000 msl which I was just about to enter. So I asked for immediate clarification. Response was to disregard. So that worked out fine.

That’s what I usually do and did the same this time. They ran me through 3 of the 7 options on ForeFlight all before reaching my first waypoint. But I’ll say this, I got real fast at programming flight plans! I actually found it to be a good exercise

The other day I had a relatively short flight of about 195nm. Filed for IFR using ForeFlight. So far so good… but then when I called to copy I get this… “standby, your flight plan was not accepted. Have new route for you.” So I copy the new route. No problem… taxi to runway and call for clearance to takeoff (have to call by phone as no radio signal for clearance at field). Response was HFR I have a new route for you…. UGH! Ok so I copy the new clearance and load that in and cleared for takeoff. Switch to radio and call in to departure. Wouldn’t you know it they have another reroute… I accept and agree to copy as the previous clearance put me a bit far over the ocean. I was high enough in my climb to switch to autopilot and start copying new route. While all of this was occurring my trim alarm (My elec trim is currently INOP) was going off in the background. I was busy trying to copy new route and I am right handed so adjusting the trim wheel and copying route was not going to occur at the same time. While in a turn my autopilot disengaged most likely because of the trim not being addressed and I was now in a continuous turn. I was IMC and didn’t realize this until ATC asked if I was direct Robbinsville. At that point I thought my navigation was failing. I acknowledge some sort of navigational issue and they gave me a heading. I sorted it all out and got dialed back in all while IMC. I radioed back in to ATC and told them I was all sorted out. They apologized for constant changes which I appreciated. I think they believe they overloaded me and I am sure they are grateful that continuous turn wasn’t the start of a death spiral… I am also grateful for this! In the end it is all my responsibility and I am going to admit I violated the rule of aviate, navigate, communicate. I was trying to work with ATC first. Next time I will ask them to standby until I am straight and level or at least straight with a long continuous climb… the other thing I learned is maybe when given a reroute I should tell them unable if I don’t agree with it. During the same flight I listened to an airliner tell ATC they needed higher for glide distance to shore or an alternate route. ATC agreed immediately to higher altitude. As a low time pilot I think I am not confident enough to ask them to wait while I figure stuff out or to negotiate with them when I disagree with routing or altitudes. I need to work on that… anyway, just sharing an experience.

Appreciate all the advice. I personally really enjoy picking up experience from the experienced. I’ve got all the right tools, I just want to be sure I use them properly.

I am considering a flight out West but would prefer not to do so until I get some mountain flying training. My trip would include Denver, Salt Lake City and Albuquerque. I would assume get to Denver and take a course there before heading on to SLC. Any recommendations for a good course, school or instructor in the Greater Denver area?

Same on my POH. Prop full forward for all Emergency procedures. For the CFIs out there, pulling the prop back is a maneuver for commercial isn’t it?

180kts is big iron approach speed isn’t it? Not that I really have a clue what was going on in either pilot’s mind but I think they both knew where the other traffic was. I think both made faulty assumptions. Maybe the 152 thought he was lower and in pattern so the 340 would slow down or wasn’t going as fast as he was? Maybe the 340 thought he’d have no problem beating then 152 in if he firewalled it and the 152 would extend downwind? When the 340 called 10 and 3 miles I think I would have been confused by the timing there. Personally, when I am 15 and 10miles out I double check my speeds and time before reaching my final approach or pattern speed and altitude. It helps me figure out where I can fit in the pattern or if straight in is appropriate. And of course make sure I’m not to fast for landing. That 340 was certainly coming in hot.

brief follow up… it’s been 1 yr since my MOH and first annual. Overall everything seems great except for a few minor bugs. 1st, the engine overhaul seems to be great. Runs real smooth at all power settings. I like running 30/2200 @ 16.5-17. At 11k that gets me over 170kia. Temp on #6 is higher than I want at 385 while the rest are below 370 but I have a lazy baffle right above #6. 2nd, the 4 blade MT prop seems to work as advertised. Feels smooth at different speeds, and quiet compared to the original but then again I also had a hurting motor when I had that combo… but still, I have completed a few long trips these past few weeks and it just feels smooth. 3rd, the alternator repairs worked out well finally but I have a bad alt volt light that stays on constantly. It was diagnosed as a faulty indicator light after a number of tests on the rest of the system. So that will be addressed at annual. 4th, my GDL69 (XM wether and radio) has intermittent failures. Problem there is it’s impossible to diagnose an electronic failure when it’s not consistent. Don’t mind not having music, but I just completed 2 big trips where it would have been nice to have it working the whole time. When it does fail it fails at startup, but could come back online after an hour. When it comes on line at startup it stays on. 5th and final, the trim is being really tight and burned out the elec trim. This gremlin has haunted this plane for its entire life. I have flown more hours with it being INOP so it’s at a point where I’m used to using the trim wheel when AP asks for help with trim. So this will also be addressed at annual. All in, despite some of these issues, I gotta say I am quite pleased with this machine. I just completed a 4 city business trip in one week that would have been possible, but taxing, had I gone commercial and/or rented cars for some of the shorter hops. One thing I learned from that trip though, I think I will start filing IFR for all my flights over 100nm now. Flight following is great as well but there was a moment when I wasn’t comfortable with deteriorating ceilings and visibility. Well that’s about it. I’ll probably share a follow up on these bugs after the annual…

I’m a little embarrassed to say I forgot to raise my flaps from Takeoff setting during my cruise climb. I didn’t realize this until I made it to my cruise altitude. Question is, could this damage anything? I did raise them when I did my cruise checklist, and they came down for landing just fine. My question is how bad is this? Could I have potentially damaged the flap mechanisms? I will bring this up at my annual next month but figured I’d expose my failure here first.

Lycoming has A service bulletin showing different fuels and their use with different engine models but still states airframe approval is necessary. Not sure if Continental has similar but I would imagine they do.

Of course. But it was all the way to the filler cap when I did my preflight. And when I asked them to top off I told them I should only need 10 gallons. This was based on my previous short flight with my standard “full” level that I was used to. So even though I thought I needed 10 the bill was for 20 gallons… but I’ll certainly check this all out when I fill next time.

That’s starting to make the most sense. The line guys certainly topped it when I left. My refills have been pretty consistent with fuel flow but this was my first long flight. The goose neck is pretty short. I wasn’t expecting an extra 5 gallons if I top it off. But I’ll try seeing the difference between bottom of the filler and top this weekend.

I am not sure if my Fuel Flow is wrong or if I have more capacity in my tanks than indicated. I had full tanks, 2 standard 44.5g per side and flew from UES to DYL yesterday. Burned an indicated 71g. With this I should have had about 18g remaining. Both my wing gauges and panel indicate about 28-30g. So this makes me think my Fuel flow is off. Which is also strange since it always seems to be accurate on refilling amounts. Are the tank capacity wrong?

And I did have quite the leak of TKS fluid that was recently fixed. Well either way I go in for annual next month. Hopefully they uncover something.