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ttflyer

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  • Reg #
    N333CD
  • Model
    M20J (205 SE)
  • Base
    KEET

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  1. Does that red button turn the prop with the master OFF? That would be news to me (but things often are). I'll be checking this on my next trip to the Mooney. If it doesn't, then we are talking flipping two switches to get the prop to turn over and that's a pretty deliberate, knowledgeable act IMO.
  2. We just did this during our panel upgrade. I like the change very much! But... You still need a system for insuring the switches are off. I still use the red flag "remove before flight" key chain. It only goes on the dash when I am 100% sure I have confirmed the switches are OFF. Not quite as "fool proof" as the key in the ignition thing but that's not fool proof either. Also, always treat the prop like it's hot... Also also, for what ever reason, I always check these switches now on shutdown to confirm they kill the mags before I pull the mixture. I know I should have been doing that with the key but I didn't always remember (rarely I would say). Can't explain why other then it's just so easy with the mag switches plus I'm thinking about it now... So is it "safer"? Who knows. This whole thing is serious business with lots of ways to mess up. I like the new system but I'm very mindful of its new dangers.
  3. Not my area of expertise but my understanding is that if it's not on the TCDS, it can be replaced with alternative indicators at the discretion of the avionics installer. There have been several threads here about removing the annuciator panel. We are not the first. Getting rid of Mooney "unobtainmium" was a primary goal of this install.
  4. So here's how it turned out! We are very pleased. A few squawks to work out but nothing major...
  5. Just like the Mooney / GFC 500 - Buttons and knobs on the Challenger are at the top of the glareshield. Readouts are all on the display screens. Twisting knobs while looking at the PFD becomes second nature. Don't even think about it...
  6. I'm a little surprised EarthX doesn't limit this in the BMS. Maybe they do now. But they sure didn't back then... Every start you could tell the Alternator was working its guts out... Until it's guts gave out...
  7. I posted in the other thread but I'll repeat here: I owned a RV-6 before the Mooney and it had an EarthX battery in it. After start, it would take the FULL 60 amps that the alternator could deliver to recharge itself for about a minute or two after start. Long story short, it chewed up two alternators ($$$) in fairly short order. So.... that's a no for me.
  8. Somewhat ironically, the readouts are not up there on the jet I fly (Challenger 350/3500). In fact, it's exactly the same as the Mooney / GFC500: Pushing a button on the autopilot control panel in the Challenger is just a rumor. What is displayed on the PFD is what actually happened.... No heading readouts, no altitude readouts - nothing.
  9. Our Mooney has the GFC 500 controls at the bottom of the stack. We are currently re-doing the panel and I'm moving it to the top of the stack (swapping the audio panel and the autopilot panel). Why? I fly professionally and it feels weird to have the autopilot panel on the bottom of the stack. Not sure I can give a better reason but it makes more sense on top to me.
  10. In our case, in the corporate jet side of things, the cost of the hangar construction has been paid for three fold in just the fuel cost savings alone over the last 20 years. Not to mention what we would have paid to rent the hangar space to store the airplanes. Building (corporate) hangars is a license to print money relative to renting space and paying "tenant" fuel rates. Obviously this is different for light GA owners. But they own the land. It is what it is. Something I tell my bosses from time to time about our jets and it applies equally to Mooneys: Airplanes are expensive. Either you can afford them or you can't.
  11. I'm not clear why the FAA is even involved in these discussions (whether by the airport or the tenets). Other then the well plowed ground about the 50 year lease requirement, this is between the land owner (the airport) and the tenet. The airport wants ownership of the hangar at the end of a specified time. Why wouldn't they? It's their land. This is normal for lots of restate deals where the land ownership does not transfer to the entity leasing and making the improvement on the land. For example we paid to build a very nice (multi million dollar) corporate hangar at our airport. We lease the land at a very low sq/ft rate but pay nothing for the building for twenty five years. At the end of 25 years, the building becomes the property of the airport and if we want to stay there, we will have to pay them a very hefty building sq/ft rate for the privilege. This is completely normal... And I'll add not exclusive to airports. It can be any lease where land ownership does not transfer.
  12. I tried and it turned into bla bla bla.... So glad I'm not a lawyer...
  13. Personally, I'm on team J. If you want to fly at altitudes where humans can't breath, you should be pressurized. Breathing is serious business. And O2 in concentrated form is dangerous. I know of a Westwind that burned to the ground because the O2 system caught on fire. I consider O2 to be the most dangerous thing onboard the jet I fly. This whole thread is about picking up knots to fly high but that's not all there is to it...
  14. Like I said above, I use the GTN750 and have the checklist easily accessible on the knob. One click between map, checklist and traffic. The 750 is the only screen we have (right now) and it works perfectly in the Mooney. But I also said paper might be better for the average GA pilot and the main thing is that you are actually using a checklist.. Is what I said...
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