jrjaks

Thanks for the info. How about Flight Guide, are you still subscribing to their eBook service and Pilot Plates? In reading their web site, it would appear that they are able to organize the approach plates and airport info more usefully than if you were to just download pdfs from free sources. Again, thanks for all the useful information.

Michael: How about an update on your Kindle DX as an EFB? My NACO subscriptions are coming due and I'm considering switching over to paperless. The Kindle seems to best fit my needs, (I already have Jeppesen subscriptions for GNS 430W and MX-20), so all I really want is to be able to replace a bag full of approach plates. I've been a subscriber to Flight Guide for many years too. Thanks!

Quote: GeorgePerry Luckily this is not true. Garmin AT at 1-800-525-6726 will service the Apollo GX line of IFR GPS's. Here's a link to the website http://www8.garmin.com/support/outofwarranty.html To have a GX-50 refurbished the cost is $400 and to referb and a GX 60 the cost is $500.

Quote: Qwalton I'm thinking of having an apollo GX-50 put into my panel, but even if I do I'm planning on keeping the kns80 as a backup.

Hello Chris: I'm in Tallahassee, so that's not TOO far away. I have an '82 J, so if or when you want to head this way to look at it, let me know. My oldest son is currently over there too, (F-15 crew chief). Jake.

They say a picture is worth a thousand words. This was in early 90s, round trip California to Florida...

While it would be an "interesting" gadget to have, an AOA just isn't necessary for Mooneys, (or any other GA aircraft), the more I think about it. In carrier ops, it's critical for setting the aircraft at the proper angle to ensure snagging the intended arresting cable, or for use in extreme high AOA flight such as during ACM. As far as which types of planes are easier to fly, (GA or Tactical), they each have different characteristics that need particular attention to fly them safely and effectively. However, there is no comparison between the complexity of systems used in a tactical jet compared to the simplicity of a Mooney. Also, the MISSION for which the tactical aircraft is flown is where the largest difference exists between the two. When I was flying in the military, you would either be flying some sort of tactical training flight, (ACM, AWIs, Low Level, etc.), or your flight was an "Admin Hop", meaning you were just motoring between two points. Now that all I fly is GA, all my flights are "admin hops". Not that it isn't enjoyable. However, as I recall, most of my military flights could be compared to high pressure athletic competitions, where afterward, you are exhausted, soaked with sweat, exhilirated, and ready for a beer! (Jake, former Marine F-4S pilot, T-2C instructor Kingsville).

Great information, thanks for posting it. I'm looking forward to the trip.

Quote: GeorgePerry Hope this helps...

Quote: Buster1 Does anyone have AOA in their Mooney? Do you know if you can add it later? As a military pilot, we fly and land by AOA...I think it is not only a valuable tool, but almost a requirement for safety. Seen some on line where they have to put small holes in the wings, and I've seen a few other types as well. Can these be added, are they only experimental, or are they (STC'd is that the right word?) for a Mooney. Thanks!

My son will soon be reporting for Navy OCS in Newport, RI. If all goes well, he will be graduating around Memorial Day. The northeast is the only part of the country to which my wife and I have not taken our Mooney, so this looks like a great chance to see something new. Do any of the frequenters of this forum have familiarity with this area? I see that KUUU is right close to the Naval Base in Newport. What about any of the other close-by places that have airports, Cape Cod, Nantucket, etc.? Any suggestions on where to stay, what to see, places to eat?

If flying VFR, everything you need to know is on the New Orleans sectional. Just follow one of the corridors depicted on the map, and ensure you've contacted Eglin Approach on the appropriate frequency. If IFR, just file to Destin.

Ditto The-Sky-Captain, I had Sarasota Avionics upgrade my Gx-60 to a 430W just before Thanksgiving. They were exactly on with their estimate, (no surprise charges), and finished the work on time. They were also less expensive compared to the other estimates I got.

Quote: Buster1 Food for thought. In the F-16 (single engine of course) we train to get the aircraft to a glide-able position to a runway in the event of an engine malfunction. (you should always know where the nearest airport is...always). If that doesn't work, we eject. Realizing that in the Mooney, ejection is not an option, I would surmise that if I can make it to a runway, I will put the gear down and land it. If I cannot make a runway, I will leave them up and take what I can get. I am not a Mooney pilot (yet), but from 300+ hours of GA experience and just looking at the Mooney gear system...they just don't appear to be built for off airport use, especially in an emergency. I think you are asking for trouble by putting them down during an Off Airport EP. The gear are made for a runway or other compatible surface.

A link to some of the pictures from our last trip: http://www.flickr.com/photos/15960141@N06/sets/72157621413330066/ We went to Eleuthera in 2005 as well, but stayed on Eleuthera, at a place called The Cove. It was nice, and fairly secluded, but if you didn't have a car, you were stuck there until the cab took you back to the airport. We did ride bikes about 15 miles down the main road, visiting other towns, which was fun. On Harbour Island, you can rent a golf cart to take you anywhere you need to go.

I made the trip in July and flew direct to N. Eleuthera from here in Tallahassee. All we keep on board are the required life preservers, (as far as survival equipment goes), and the required paperwork. Of course, coming back you have to stop at the first airport of entry. Both times I've gone I used Ft. Lauderdale Int'l (FLL) coming back. They are open longer hours and I had no problems with them. I've done it both VFR and IFR, and it went without a hitch both ways. It's a lot of fun, and makes for a very scenic trip, but be prepared to spend some money. 5 years ago, before the first trip, I bought the Flying the Bahamas guide, (I think that's the name), and it was pretty helpful. It not only explains all the requirements, but has detailed diagrams and information about all of the airports and the respective islands.

My plane is in the shop now, having the GX-60 replaced with a GNS-430. THe autopilot is a KAP-150. Even with the older GX-60, the autopilot would fly my entire flight plan, (ALT hold only), including GPS approach at destination, when in the NAV mode. The course selector, (OBS, not Heading Bug), in the HSI was used for setting intercept angle. The heading bug was only for course intercepts while using the ILS on autopilot in Approach mode, or for just flying a selected heading. It seems to me that the GX-60 coupled to the autopilot would fly the entire course, including turns enroute, without touching the Course selectors, and definitely without touching the Heading Bug. I am quite certain it will be the same with the 430.

That seems way too long. On my last annual, the engine had to go back to Lycoming, the prop gov. overhauled, and several other off-site things done, (because of premature cam wear and resultant oil contamination). They did all that in between 2 and 3 months. Most of my annuals take a week, (4 so far on my J, and 8 on the C I had before that). I used to live in Oroville, and had the shop on ther field do a couple annuals there, but that was 18 years ago. Why do you want to go with a non-MSC?

Quote: jlunseth If your autopilot is like mine, you can enable APPR, it will then ARM and fly the course you select with the heading bug to intercept the approach course.

Quote: jlunseth The Apollo GX60 blew out, and I was thinking about adding a 430W anyway, so that is the plan... the 430W will be wired to the HSI and autopilot. One of the shops I have gotten quotes from is recommending two additional things, a DAC GDC31 GPSS Roll Steering...

Present Mooney: 1982 M20J 500 SMOH Crankshaft AD-replaced at 300 SMOH, (new pistons, rings, etc.) Premature Cam wear - replaced by Lycoming 450 SMOH, (new pistons, rings, roller tappets). Running great. Previous Mooney: 1963 M20C Sold with 2800 SMOH, running great when sold.

Quote: fantom BTW, here's Hoover Dam, with some major construction now going on: http://forums.llsoc.com/index.php?act=Attach&type=post&id=6489' target="_blank">