Max Clark

This was not obvious or easy to figure out. When flying the segment approaching the FAF you have to activate APR on the autopilot. The autopilot should indicate APR ARM, and GS ARM on it. This is the correct and normal indications before reaching the FAF. The problem I was having was pressing APR immediately switched the autopilot to APR mode without indicating GS ARM, or activating GS. Here's the trick The IFD with display and advisory in the lower right corner in blue "Enable A/P APR". When this comes up you can clear the advisory by pressing on the screen, and you'd believe that it's time to press APR on the autopilot. This is wrong. The correct procedure is to press the LSK soft key on the lower left side of the IFD next to "Enable A/P Approach" on the FPL page (it's not obvious, different color, flashing, anything, it's just sort of there), and then after that press APR on the autopilot. BTW documentation says that the LSK is available on the FPL page, I need to check if it's available on the MAP page as well. I also need to check if it it's available on the 440 as well, but I don't believe it is. Activate the approach in the IFD Fly the approach When nearing the FAF the IFD advisory (blue box lower right screen) "Enable A/P APR" will display From IFD FPL page press "Enable A/P Approach" LSK on lower left of IFD Press APR on autopilot Verify APR and GS are ARM I'll try to make and post a video showing this

Thanks everyone - I'm set for Thursday

What's involved with adjusting the stall speed/horn? I don't want to bug him about it, but pretty sure the previous owner of my plane added some additional buffer.

Exactly!

I'm flying my new (to me) M20R Ovation from Dallas to Los Angeles this Thursday (6/20). First long flight with the plane, an opportunity for training is sure to come up. My CFI who was going to make the flight with me threw his back out this weekend and is out. I'm looking for someone who can join on crazy short notice (not ideal but could push to Friday if necessary). I've been calling around the Mooney CFI list https://themooneyflyer.com/cfi.html but figured I should try here as well. Please DM me if you're interested, or if you have any ideas. Thanks!

Regardless of purchase price they assigned their own hull value >$300k hull (their value) triggered more requirements

Could you help me identify the right part to order for this?

Knowing what I know now (bought my first plane this month) I would tell you to buy an IFR capable PA-28-180 or 181. Fly that through 250 hours and your commercial rating before thinking about buying a RG. Find a club or FBO with an Arrow that you can get checked out in. Fly that for 25+ hours. Sell the Archer and trade into an Arrow with ratings and time in type. 100-200 hours RG before you think about moving to another plane, but again figure out how to get 15-25 hours in type before buying. This will get you the optimal insurance premiums along the way. When shopping insurance I was told to quote Avemco as a benchmark. They wouldn’t even quote me insurance in an RG with less than 700 PIC, 100 RG, and 25 in type. Alternatively you can do what I ended up doing. Just suck it up, pay the fortune in insurance year one and try to have 100+ hours in the plane at your renewal. Also FWIW having your IRA is worth a 15-20% decrease in the premium. But you’re still going to pay through the nose year one. Max Other tips - Hangar at an airport with long runways and approaches makes a difference - Be ready with a CFI under 65 with lots of time in your specific make/model

Thanks for the feedback everyone. I bought the Aerox Oxysaver Mustache Cannula Kit for the time being. I plan on flying with this, seeing how much I use O2, what my consumption is, and what I like/don’t like before doing anything else.

I’ve been wondering about this exact thing. Spending $2k on the demand reducers just feels like extra things to fail and a good chunk of money to spend

There’s a couple specific routes I’m looking at that will require me to fly 12k+ NA 550 - I understand the performance impact, just a requirement for where I want to go

Thank you!

Thanks! I think I'll do just that.

I have built in Oxygen and my Ovation and trying to understand what the best way to use it would be. My understanding of my options at this point: Buy an Aerox Cannula Kit https://www.sportys.com/aerox-oxysaver-mustache-cannula-kit.html https://www.sportys.com/aerox-oxysaver-pendant-cannula-kit.html Buy an electronic demand conserver (negatives cost, and batteries) O2D1 (one person): https://www.mhoxygen.com/product-category/portable-pulse-demand/o2d1/ O2D2 (two person): https://www.mhoxygen.com/product-category/portable-pulse-demand/o2d2/ Buy a mechanical demand conserver Precise Flight X3 Demand Conserver https://preciseflight.com/product/all-in-one-solo-pack-with-x3-demand-conserver/# Questions: Feedback on mustache vs pendant? Is it really worth the premium to buy and run the demand conservers? Mechanical seems like a better choice, am I incorrect? Thanks! Previous post for reference:

Perfect thanks!

Any suggestions on the best place to buy a spare Shaw Aero Devices 531-001 fuel cap?

Would it switch GPS to VLOC for an RNAV approach?

So basically hope that the original Avidyne install was done properly Test it in the plane Have it inspected and corrected if not

I think we tried that - will test again

I've been reading about this wire - I need to figure out how to tell if it was done

Thanks everyone

Thanks - I'll try and record a video to share this coming weekend. APR was not capturing for us and the GS was not being tracked.

Simple and easy - good call on the sunscreen!

I have a new (to me) M20R with an Avidyne IFD 540 + 440 stack. I can load approaches fine in the IFD (RNAV and ILS), and when flying them the King HSI GS does work. What I haven't been able to figure out is what the correct sequence of buttons (or timing) to push on the 225 to capture and fly the GS. Any tips or tricks I should try in the plane?

LA native Staying with family off Mullholland - pretty much straddling between the three fields based on time in car. Earned my private flying out of SMO before the runway was shortened - used to live by SMC. Right turn at the shoreline plenty of times. Ended up avoiding VNY most of the time due to traffic. First flight over there with my CFI was the closest to a mid air I ever want to experience. Rented out of WHP last summer. Quiet field boxed in by VNY and BUR airspace. North/West departures basically fly through VNY approach GS. SMO MVFR/IFR is a consideration. Cautiously optimistic I’ll be a newly minted IFR before the trip which would take the marine layer out of the equation. If this all comes together ~6 weeks is a long time. Trying not to get fee’d to death for the privilege.