Pinecone

I think Garmin missed a great thing to add DME the GTN series. Comm, GPS, VOR/LOC, plus DME would fill all the needs. I could see having only one VOC/LOC nav, with one or two GPS navs. But I will keep a VOR/LOC in my plance

Remember, gear speed is IAS. So at altitude, you probably will not do over 165 knots indicated.

I would get a GOOD Mooney instructor and get 20 landings on that runway and see what you think.

Those inner doors are closed when the gear is up or down but open when the gear is in transit. So it is possibly them while operating they could be damaged

That's a great way to remember which is which.

What's interesting is that with the 3 examples they list, the weather was above VFR minimums. It was not circling at below VFR traffic pattern altitudes.

I never quite understood why it was 500 below and 1000 above. Airplanes tend to be able to descend at higher rates that they climb. So I would think you would want more clearance below. Yesterday on a flight into JFK (in the back of the bus), ForeFlight was showing over 5000 FPM descent. In fact, I did not know FF has a descent rate warning at more than 5000 FPM down.

Wow. I fly this approach fairly often for proficiency, and last time I did, it was an LDA approach. I see the date on the place is February 2023. So a very recent change. Although, when I was flying A-10s out of MTN in the 80s, it was an ILS approach.

On later models, Vle and Vlo are not the same. On my 252, Vle is 135 KIAS. Vlo is 165 KIAS.

Still, flattening and bending does NOT make for strength.

Everyone has gone into the weeds. How far is too far LOP? Easy, either it runs so rough you can read the instruments from the vibration OR The engine stops running.

Those things look dangerous. It looks like they use thin wall conduit, which is NOT structural. And they flatten and bend the ends, which has NO strength or stability.

Or hit a StarBucks or McD for free wifi.

He was a heck of a guy. I knew him for many years on AVSIG. We did our RH ratings at the same time and leapfrogged each other and helped each other out. He was in town for a layover, and we grabbed a helicopter and did some fun flying around DC.

Probably :D:D

I learned something. If you are having issues with updating the database through the FS510, make sure your airplane is OUTSIDE and tracking satellites. It seems to update properly, the GPS needs a current time update. I had an issue and called Garmin and we worked through a number of things, but what solved the issue was taking the plane outside and waiting for it to lock onto a few sats.

Starts at 4AMU, plus install, plus $30 a month for LTE connection. And how is the LTE connection inside your hangar? Mine is maybe 1 bar.

My KAP-150 is installed low in the stack. But the KAS-297B is installed high in the top row of instruments. So the buttons are low, but the knobs are up high. I looked at a G500TXi setup, because you can add the small panel with the knobs were you want. But finding out that the knobs on the GFC-500 serve the same purpose, I went back to the idea of the G3X. I just wish they would announce a G3Xi, BEFORE I do my panel. Maybe Oshkosh?????

OK, we need to be more specific then. I don't know the Garmin audio panel products as well, as I was planning on going PS Engineering.

BK installs can also have pitch oscillations. My 252 with KAP-150 does. Mainly in ALT mode. It will start to pitch up and down and slowly increase the excursions. If I tap the CWS button, it stops oscillating. There is some oscillation in VS mode in that it does not hold the VS very well.

The 252 would supposedly hit 252 MPH, but I have heard that the service ceiling was 28,000 to reach that number.

Who has tried to land on the moon since Apollo????? If you don't try, you obviously don't accomplish that.

Same with me. But at another nearby Class B I heard the controllers specifically clear people to enter the Class B when they did a vector or clearance or amendment.

But that NOTAM does say: Operating Restrictions and Requirements Top No pilots may operate an aircraft in the areas covered by this NOTAM (except as described). UNLESS AUTH BY ATC. The question being, is being on an IFR flight plan and vectored or given a clearance that goes through the TFR constitute authorization by ATC? Similar to Class B, if you are IFR and ATC gives you a vector that clips the Class B are you cleared to enter the Class B or do they have to sspecificatlly say that you are cleared into the Class B?

For numbers, my 252/Encore cruises at 175 KTAS in the mid teens on 10.3 GPH. With the Monroy tanks, I have over 100 gallons of fuel, so can go around 9 hours with reserve or tanker fuel when it is cheap. If you are not familiar, the 252 is what the 231 should have been with factory intercooler and auto waste gate. The Encore is the restart version that got a few changes and a 230 pound GW increase. The difference is the engine (go from -MB to -SM) and a couple of factory drawings (dual puck brakes, different balance weights). Do the changes, and you now have the extra GW. My plane is so converted and has an 1119 UL.