Marc_B

A couple personal thoughts: 1) you can mount the headphone/lemo jacks just underneath your panel and this helps recess your plugs and keep the wires to the sides and low out of the way. 2) I like the GSB15 down low at the bottom so I don't have cords going down my panel or catching on things. 3) given you're going with a GTN650, any reason why you wouldn't want the radios/GMC507/audio panel all in the same stack? I'd think that they should easily all fit. 4) any thought of mounting the compass where you have ram mount and mount the ram mount below that? or if you mount lemo/headphone jacks below the panel, would the compass then fit above your switches on the left of the GDU460? 5) if you move the GMC507 into the radio stack, and the switches/lights to the previous GMC 507 area in A, then would that give you enough room on the left to put the compass and Aero 553? 6) I take it that your xpndr is remote? I didn't see one on the mockup. 7) Any thought of going with a GTN750Xi instead of the 650, and a GMC35 instead of the PMA450C? 8) I have my Smart Glide button to the right of the radio stack up high. Figure this keeps sight line high if I ever needed to push the button instead of head completely down. But small enough it could fit in a lot of places. Below is what I'd probably do...personal preference regarding GMC507 top of stack vs bottom. Either way works. At the end of the day there are so many options that you're best bet is find pictures of panels that you like and send messages to those owners to see what works and what they learned if they were doing it all over next time.

It seems like this is a case of “do you want me to be on time or at the right restaurant?” The answer is yes. I want the right tools at the right time. Not exclusive to, or in place of, one or the other. Certainly fuel starvation and VFR into IMC are higher accident risk overall. But the chance that those would impact me may be much less. Overall statistics apply to overall populations. But when you’re looking at an individual, these statistics sometimes no longer apply outside of the population they were taken from. I.e. the risk of accident due to VFR into IMC is dramatically reduced with instrument rating. The point that perception of risk doesn’t always accurately reflect true risk is valid. But I took this discussion as one of 1) should you concern yourself with traffic displays and ADS-b in data, and 2) does monitoring traffic lead to distraction that results in accidents that wouldn’t have occurred otherwise. As a distant 3) others have described the way they use ADS-b on their panel and portable devices and how they feel it’s been helpful and 4) some instructors have described improper use of technology in the wrong way or at the wrong time that could negatively affect flight/situational awareness But I think that the concept of traffic deconfliction vs accident prevention can be blurred as it’s a continuum. I.e. use of ADS-b data can aid traffic deconfliction that avoids a potential accident vs the traffic could have been also deconflicted over the radio as well as visually. All in all these aren’t mutually exclusive but rather discussing the nuanced use of technology in modern flight, both pros and cons; and highlighting that safe use of technology usually requires education and experience, and sometimes isn't simple or intuitive.

@GeneralT001 depends on what you’re looking for. If you wind up going thru Albuquerque, I’ve flown into KAEG Double Eagle and they’ve got a nice FBO, easy in and out. But if you’re flying into Colorado, choice of airport would be determined by what your plans are…looking for food, staying the night, preference for cheaper fuel, prefer to stay out away from the Denver Bravo, etc. KCFO Space Port is towered and has a solid Mexican restaurant (Mi Tierra) on the field. There are close surface Bravo shelves to the north and west that make you fly a TIGHT pattern…pay attention. Also, it’s quite east of Denver that there isn’t much around in terms close hotels, restaurants, etc without a decent drive. Both KAPA and KBJC are more “in” the Denver metroplex and are towered. Busy with local and training traffic but no big deal with IFR or flight following. KAPA Centennial also has a nice restaurant on the field (A Perfect Landing) that is upstairs and overlooks the field for a cool booth seat by the window. If you wanna stay away from Denver area, KAKO Akron has a pizza joint on the field Miss Bea Havin that’s good and they have decent fuel prices. If you venture into the mountains one of my favs is to stop in Salida KANK and take the courtesy car into town for food along the river. It’s “in the mountains” but nestled in a wide basin and has long runway…so it’s a good VFR mountain airport that’s doable for most. Last but not least, if it’s super windy across Cheyenne, WY (to north) and thru BJC / DEN (to south) many times it’s much calmer thru Fort Collins/Greeley area. KGXY has long runways both N-S and E-W, is uncontrolled but has instrument approaches to all runways, and has a Breakfast/lunch diner on the field (Barnstormers) that’s basic diner food. So it’s a low frills solid backup for sub optimal wx a lot of times. Hope that helps. Post up any specifics you’re looking for and I’m sure everyone can lead you to the best options!

Amazing trips in a Mooney and videos were well done! Awesome inspiration for us all!!

opposite side of the sunset

@Gee Bee Aeroproducts I believe that Gee Bee may have a replacement if you need to replace it.

Was I the only one who saw flying CCW and my first thought was that you were asking a question about concealed carry while flying? ha ha ha

Awesome report! A forced landing you can walk away from awesome...one you can fly away from is even more incredible!

Geez. Utility poles all along the left of the road...don't go left!

I think that the issue is using a 20' tow bar when a FBO is towing with a truck = an amazing lever arm and the force can easily break the tabs off and dent the legs. But for hand towing it puts the force of oversteering on a thicker piece of metal than the leg tube which is probably preferrable.

+1. I've flown 260 hrs on mine in almost 2 years with original servos, original gain settings, and haven't had any issues at this point. My shop usually does a good job of keeping my software updated, for what that's worth, so I'm likely on the most current SW version.

@Elijah I think that Gallagher may have replacement parts or can order them. https://www.gallagheraviationllc.com/Whelen-Aerospace-Technologies-Parts_c_154.html Check out these IPC pages and it will help you find the correct PN. I think you've got the A429 strobe (or the A625). So the lens would be either #33 or #41 in the IPC. Knots2U and Aircraft Spruce also have these parts I believe. A429 with the A428 lens? https://www.gallagheraviationllc.com/Whelen-A429-Parts_c_158.html A625 with the A612 lens? https://www.gallagheraviationllc.com/Whelen-A625-Parts_c_164.html If Gallagher can't get you a lens, he can at least sell you a replacement that's far brighter and less current draw than your existing! @OSUAV8TER M20J IPC lights.pdf

https://web.archive.org/web/20190207032823/http://donmaxwell.com/the-eight-second-ride-sb-m20-202/ Here is the Mooney SB. https://mooney.com/wp-content/uploads/2020/12/SBM20-202.pdf

@BadMooneyRising The nose wheel is sensitive to the fore-aft position. Sometimes with new shock discs this pushes the nose wheel forward which makes it way more twitchy. Check the plumb line and adjust either the collar or Mooney also has a thin spacer (washer) that you put at the top of the tack to compress the gear more and push the nose wheel further aft.

Flying into the sunrise started just black and became a steadily changing reflection on the cowl starting as faint glowing line of white reflection in the shape of the cowl outline. The view out the side window in the dark has reflections of the panel and I'll have to bring a black screen or something to shield the cockpit lights from reflecting next time. It's always amazing to watch beautiful sunrises and sunsets...all different and just change so quickly. Pretty cool to see the views that only can be seen out the front of an airplane though!

@Meshach It would seem that if it’s truly a GTX335 it should have ADS-b out. The GTX325 is the Mode C only. Take a recent flight time and do a FAA performance request and see what’s being picked up… https://adsbperformance.faa.gov/paprrequest.aspx

Updated for future searches. I can’t find a drawing or parts list for the alternate static valve o-rings. So figured I’d add these for the Shaw Aero A1390 alternate static valve (M20K) and the parts for the pitot and static drains here. Highlighted o-rings are for the alt static valve. The other three are the for the drain buttons. There’s a clevis pin that gets corroded and an o-ring that can be replaced. Figured good to replace the springs for the drain as well.

https://www.aircraftspruce.com/catalog/pspages/blockalls.php I use Blockalls. If the pressure on your headset is uncomfortable or breaks the seal of ANR, you can just rotate the legs up slightly just above the top of the headset muff and they still work fine. This is also typically what I do when I'm wearing sunglasses. For foggles, it doesn't seem that rotating the legs of the glasses up impairs anything or limits use.

+1. This is typically the Aera 760 on the yoke with the traffic page in the 2/6 ring for me. I find that it's easier to quickly reference the traffic page rather than an iPad with Foreflight showing traffic. The Aera traffic page is just cleaner, has only the pertinent info and seems like a quick glance gives you all the info that you need.

In flight weather is a distraction. There’s a lag and you get fixated. TIS-b and XM causes fixation. In all seriousness there is a time and place for an iPad and for me that’s mostly preflight. But my panel makes the iPad completely unnecessary for flight.

You can be target fixated on anything, and in an emergency that’s likely to happen without proper training. Fly with an intro Instrument student and see how effective that scan is. But you can’t point to unskilled or untrained pilots and use that as a bash to all technology. What you’re insinuating Vance is that all aviation should be dumbed down to the lowest common denominator. If that’s the case everyone should be flying a most basic 172 or Cherokee. But certainly you don’t start drivers Ed in a F1 race car… Perhaps your better argument is that technology and more capable flight equipment requires more training to use safely and effectively. 100% I’m sure we’d all agree. But poor pilot skills only points to poor pilot skills. A great instrument and traffic scan is part of the framework for safe flight. Solo student pilots are in the air alongside professional lifetime career pilots. We all start somewhere. One of the lessons we need to learn is what tools to use when.

When I went to a Garmin course I stayed downtown KC. I was walking distance to Jack Stacks and close to Messenger Coffee/Ibis Bakery in the morning for a 15-20 min drive to Garmin. it was more fun to check out KC than stay closer to Olathe. Joe’s is tasty and more casual. Jack Stacks was more upscale. There was an Italian place next door to Jack Stack that was good too, I think Lydia’s…also more upscale. I flew into KMKC and enjoy that airport every time I’ve been there. Right next to downtown. City park tie down is free; Avis (816) 931-1039 is the place to call for a rental and they’ll have it waiting at the FBO next door even if you’re tied down at the city parking.

I've heard two trains of thought with this...on one hand, thieves are looking for an easy target and when they have difficulty they move to the next aircraft. VS. a determined thief will just tear up more things to get what they want. In my mind, I'd rather make someone work for it. But 100% on there is no reason to have a separate key for each door...if I could get all three keyed the same I would! In my case I settle on 2 keys as my Janco ignition key is much different than the door cylinders.

What about the scenario where you're turning final and either you don't have visual but are faster than the aircraft in front of you, or you turn final and someone descends into you? Both are the blind spots that have resulted in accidents. Also from the standpoint of one aircraft on the DME arc for an approach while another is on the straight in on the same approach going slower. These are things that I've seen routinely at my home field. I guess what I'm saying is that the difference in traffic deconfliction and midair collision is sometimes blurry at best; but they're on the same continuum. You'll never have statistics on how frequently ADS-b contributed to safe deconfliction. But you're right in the sense that when aircraft are on the verge of touching my eyes are out the window and not on a screen of any sort.

@Vance Harral The wrinkle in this logic is that it's driven by the thought that "if an accident didn't happen and someone didn't die, then I don't need to consider it." Of course everyone makes up their own mind how much time, energy and money to invest in their own safety and enjoyment. But just because it's not a statistic that results in fatality does not mean it is meaningless. If it prevents even one fatality it's meaningful. Of course there's always more spinoffs in capability and utility, and these don't get "credit" in the myopic view of only accidents count. Certainly you have made your point clear that you think technology adds workload/distraction, and that you don't feel the average pilot puts enough education into their equipment. But you can't paint technology in the broad brushstroke of bad solely because you've flown with students that don't demonstrate mastery or capability. It doesn't remotely address the fault, and only suggests that your mindset is "it's over your head, don't bother with it." The simple solution is fly more, fly often, fly with others, and fly with instructors...and that's universal regardless for what your flying and what equipment it has. But we're talking nuance of equipment. In discussing nuance, polarity and extreme isn't helpful. Stay ahead of the aircraft and always be ready for a change. Listen to the CTAF after you start up to start building situational awareness. Look ahead at your destination to have an idea of approaches and runways in use. To suggest that you don't start to build S.A. solely because things may change sounds horribly misguided.