Max Clark

I confirmed totals in the CSV matched what I had from my logbooks I confirmed that at random dates the numbers matched I spot checked random entries on different pages It was easier to line up than I would have expected I used http://www.convertmylogbook.com/ but the page isn't loading

I paid a service per page for this. Photos of each page of my logbook, they returned a csv file with the entries ready for import into FF. Wasn't expensive and well worth it.

I was shocked as well. Did a full panel, avionics, and LEDs with Don Maxwell last year. I spent extra $ to consolidate everything that I could (integrated EIS on G3x, GMA 35c and GTX 345r on the GTN). Was working through the factor W&B and equipment list for original #s and ended up paying to weigh the plane for a new W&B and that's what came out. Empty weight before: 2361.03 Empty weight after: 2276.00

How much does the AC take?

1092 to be exact

Incredible project! Can't wait to see the paint! A festering desire for more speed and altitude has been building in the back of my mind, so I daydream with Acclaim listings. Then I remember I'd lose ~250lbs useful load and snap back to reality.

I think the trick here is needed to perform a sequence on both the navigator and the autopilot. The perspective+ in Cirrus need the approach loaded and active before pressing APR on the autopilot. I originally had an IFD 540 with the KFC in my 2003 Ovation. When approaching the FAF the IFD would msg activate APR, except you had to soft key APR on the IFD before pressing APR on the KFC. Don’t ask me how long that took me and my CFI to figure out There was a note about bugging the minimum altitude before capturing the glideslope. Depending on the Garmin gear this is absolutely true. Similar to using VNAV, it won’t descend without having the target set.

This thread has gone off the rails in an amazing way. I’m basically reading two sides of this: 1. Playing a video game, or 2. Legally logging time and approaches Scheduling time with a CFI who knows Mooney is complicated. That’s my ideal option but doesn’t always work out. I was training in a FMX reasonably close to me. Tragically the owner died suddenly and his wife closed/sold everything. So now my option is driving 1+ hours each way plus paying the sim and cfi cost. Not ideal. For me it seems buying the RedBird TD2 is the best option.

I'll be performing my Dallas to Los Angeles migration sometime in June. In previous trips I've done a 1-2 stop single day flight. This year I'm going to make additional space in my schedule and do something a little more interesting. The question is what? I have never been to North or South Dakota, Wyoming, or Montana. So Mount Rushmore, Devils Tower, Tetons, etc... are all on my "want" list. Monument Valley, Grand Canyon, Yosemite are also on my "want" list. I'm trying to balance proximity with ambitions and figuring out what that actually means. Also I'll be in Los Angeles for several weeks so some of these (like Yosemite or Grand Canyon) would make sense as a separate mission. I have a M20R with Oxygen, and I'm Instrument rated. Naturally aspirated means that I prefer flying ≤ 12k MSL, but I'm planning on adding an O2D2 with automated flow at 10k going forward. I try to limit my instrument to departures through a marine layer or low clouds, and view flying an IMC approach as a last resort. Typing this I realize I have four questions: Have you done something similar, what route did you take? What should I consider with "typical" June weather that would either significantly limit my planning (i.e. only fly in the mornings, avoid typical afternoon WX), or quash this idea entirely? What are good routes for Northern Rockies crossings with minimal altitude fuss. For example KGTF KMSO KLWS KTTD etc... or KBIL SABAT KIDA and then following the valley down and around to the north both seem reasonable on a quick scan in FF. Contrast with KBFF MBW CKW OCS FBR into Salt Lake, or anything between Denver and KGJT which just looks foolish without a turbo. What am I overlooking? Thanks!

There’s been a few comments about the Redbird not being an exact match to the G1000 This is true, there are some quirks if you get deep into operations. But loading flight plans, changing them, loading and activating approaches, changing NAV sources, using the CDI, etc are all close enough that it’s worth it. As an aside, *every* G1000 that I’ve flown has been different. C172, C182, SR20, S20T not to mention the different generations of Cirrus all are a little different. I found myself using the BATD as a reference point to compare back and forth between them to level my mental procedures.

I logged a touch over 20 hours in an FMX during my instrument training. Part of the reason I’m considering buying one.

I fell down a rabbit hole researching flight sims for my home. From what I can tell the RedBird TD2 and Gleim FE-BATD are both FAA certified BATDs. At $10k they're not cheap, but compared to everything else I've found so far (Real Sim Gear, Virtual Fly, etc...) they're a deal. Have you been down this road? Did you buy a certified BATD for personal use? Any pitfalls I should look out for? Thanks!

I've thought about doing this more than once, and my hangar doesn't even have that much of a hill/lip to get over.

Beautiful plane. Wishing you the best on your sale, and that it finds a great home. I'm also curious about that shroud, I don't have one either. Also crazy to me that TKS cuts almost 200 lbs off usable load.

In addition to the red for ap/trim any others that you collar?