GeorgePerry

It was due...So I had it done. Had nothing to do with the install

Here's a video of the start up and aligning sequence and the heading display that shows up once you enable the HSI page and are able to get a GPS signal.

I did also get my IFR Cert done (Pitot static and Xponder check too)

You can access the GPS derived heading info on the certified G5. Although it needs GPS signal to work. If and when Garmin produces a certified G5 HSI, it'll require a magnetometer to get heading info w/out GPS aided info

right now its just STC'd for AI replacement. Hopefully Garmin will go the next step and STC an HSI replacement too, but I have no idea if this is something being looked at.

It was alot of custom fitting b/c of the clearance issues. Also I had a stand alone WAAS GPS antenna installed to support the G5 since all of my ports in the GNS430 were full. So my install wasn't typical

STEC 30 that runs off the standby AI

It does have VSI, as magenta scale next to the altitude tape. I'll try to get a more detailed video up in the next day or so.

Just picked up my plane from Lancaster Avionics post G5 install. In two words LOVE IT!!! Before After Install was pretty straight forward, although they did have to expand the Vacuum AI hole so the raised bezel of the G5 would fit under the Mortiz gauge pack. What inpressed me was the level of precision that the G5 gives compared to a standard vacuum AI. You can actually see the pitch changes on the G5 vice the vacuum AI where a very small amount of movement on the artificial horizon resulted in significant VSI change. The G5 allows you to see very small pitch changes much more clearly. Also it auto levels in flight so if you slow down or speed up, it automatically readjusts the pitch so level flight = level indication. Nice! The best part of the mod is that The vacuum system no longer powers anything. So the dreaded vacuum pump failure is no longer an issue. The G5's battery back up is good for up to 4 HOURS!. Overall cost for the G5 with options was $2400, and install was about $3000. So for just over $5k I've been able to eliminate my vacuum system, and get an integrated EFIS.

Concur with PTK. Paper copies are just as good as the originals. If its a question of trust then you should definitely not leave them at the shop and perhaps consider a different shop.

Not the specific accident but the larger issue...Which is sometimes a botched landing can end badly but a botched go around is often fatal. Rule being wave off decision needs to be made early (no lower than 100') and once committed to a landing, often times it's better to keep it on the ground than attempt a go around without the required airspeed and runway to make it happen. This accident and the baron at Shannon VA are eerily similar in this regard.

There's another thread on this accident, but the lesson to be learned wasn't really brought out. For anyone not familiar here's a link to the NTSB accident report. http://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20160926X05905&key=1 Its a one page read, but for those who want to get right to the point - Here's the readers digest version. Low time in type pilot attempting to landing a Mooney on a "relatively" short runway. The pilot doesn't appreciate that flying 20 knots fast won't work, esp when the runway is short. Goes around and tries again - but this time attempts to force the plane down. For anyone who's been around the Mooney community for any time at all understands this is an all too common accident narrative within our community. When I help a low time in type pilot transition into a Mooney I tell them there are two things that they must do to fly the plane safely. (1) You must land on the mains first, never the nose wheel. Never force the plane on the ground. (2). Airspeed control and discipline on final approach is critical. On final approach, for every knot fast above target airspeed, add 100 feet to your landing distance. But we continue to see pilots make the same mistake time and time again. With very little transition training, pilots coming out of common cessna and piper trainers to fly a Mooney need to know not all airplanes fly the same. Cessna & Piper aircraft allow for so much sloppiness in airspeed control, these good trainers teach some really bad habits. When these bad habits translate over into a new aircraft, like a Mooney, often times pilots don't realize the sloppiness they've been able to get away with in other planes is setting them up for disaster. Here's a good article on the subject by Donald E. Kaye, Master CFI. Anyone giving transition training to new-to- pilots should understand this and teach to it. George

Mine is going in for install on the 31st. The big challenge will be getting the FSDO to field approve removal of the unneeded vacuum system components (primary, back up pumps and the tubing)

Glad you're alright. If flying VFR its hard to lay blame on anyone. Often times pilots just don't see what's around them. Your story solidifies the fact that ADS-B traffic has become an indispensable tool, esp for traffic avoidance. I have it and hate flying anything that doesn't. Best way to handle a situation like that is have a calm conversation and put in terms any rational person can relate to. Example "Coming into the field we got really close. I didn't see you and I guess you didn't see me. GA doesn't have enough pilots to lose, any more. I'm glad I talked to the tower and my ADS-B was there to help keep us apart. Do you have ADS-B? When did you check in with tower b/c I didn't hear you on the radio." Of course all that's easy to say without the emotion of a near death experience running through the veins. Most pilots want to do the right thing and are open to feedback. I've said sorry more than once over the radio when I've screwed it up.

price points aside, I can tell you that an SR20 doesn't go that fast, its more like 140-145 and doesn't have nearly enough useful load to carry 4 light adults never mind 5 regardless of the number of seats. Numbers off the web are one thing, personal experience of flying the plane is another.

I won't argue that point...Now I have the STC allowing me to fill up to 89 Gal, when the gas is cheap I top off. But 90% of the time I run the plane at 75 Gal since there's no reason to lug extra weight in the air unless I have to.

I'll take a slightly different point of view. There are scenarios where a chute is absolutely necessary. Mid-Air, Engine failure at night, Engine Failure in mountainous terrain, over water, and yes when a well meaning pilot gets in over their head. A pilot and their passengers shouldn't have die b/c they wore too big of a hat wether deliberately or not.

thus the word "most" - Not all

www.airnav.com/airport/KIGX Horace Williams airport is close. I've flown in and out of there many times over the years. It's "ok" but nothing to write home about. You'll have a hard time finding a hanger and alot of the parking is in the grass. Raleigh exec (KTTA) is a bit further down the road but much much nicer.

Dr. Saxena, prior to your taking the helm, I've spoken with Mooney's head of sales and marketing a few times. Seth's pole hits the nail on the head. The two things Mooney can do to immediately increase sales are incorporate a BRS system and if possible increase useful load. Doing one without the other is a catch 22. A gross wt increase it would offset the 60 lbs a BRS system would weigh. Make it an option so old school pilots who don't see the merits can opt out if they so choose. But by having a BRS in a 4 place go fast airplane Mooney instantly becomes a viable competitor to Cirrus. Marketing will require very little effort or investment as anyone looking at a Cirrus will also compare the Mooney once both aircraft are on an even playing field. Three "S" involved in selling airplanes. Safety, Stats, and Phycology. Pilots don't decide to buy airplanes, their wives give them permission to buy airplanes. Wives don't want to die and the parachute is as good a sales tool as it is life saving device. The 2015 sales numbers tell the tail: 301 airplanes for Cirrus and 11 for Mooney. Cirrus Aircraft Cirrus SR20 31 Cirrus SR22 128 Cirrus SR22T 142 Cirrus SRV 0 Totals: 301 Mooney International Corp. M20J Allegro 0 M20K Encore 0 M20M Bravo 0 M20R Ovation 0 M20R Ovation2 3 M20S Eagle 0 M20S Eagle2 0 M20TN Acclaim 8 Totals: 11 I'd love to see Mooney really invest in their product line and get on equal footing with Cirrus. I think some pilots would happily give up the useful load to go fast. Also many Mooney pilots don't fill up 4 seats, so a lower useful load when compared to a Cirrus might not be such a big deal. Also another option would be limit fuel to 75 Gallons like in my eagle. Flying with 75 vs 89 Gallons = 84 pounds of additional useful load. That more than covers the weight of a BRS system. So what if the plane will only fly for 3.5 hours with an hour's reserve. For most of us that's long and far enough especially if their wives allow them to buy the plane. Very respectfully George

it about as small inside as a mooney. Comfortable once sitting down but no fun to get in and out of

Yes, but I plan to leave it in the hanger. a Missile would be much more rare and interesting to look at!

Here's an oil analysis to compare too. Values in (parenthesis) below the results are average values for a first run engine with between 560 and 750 engine hours and 30 - 60 hours on the oil samples

Triumph Daytona 675R or a 73 Triumph GT6 depending on the weather.

Hope some fellow mooniacs make it. Please shot me a PM if you plan on attending.