rbharvey

He is wrong. Turbos cannot be run LOP above certain altitudes (like 23k for Acclaim) but normally aspirated motors will cough and die at full rich at high altitudes, no question about it

surprised no one screamed at his checklist saying takeoff flaps at 130kts....that aint right. No flaps till 110kts, been debated over and over and that's the answer Bob

http://www.chiefaircraft.com/airsec/Aircraft/InstallationSupply/RockerSwitches. With all those "call" tags, I bet that they dont have them either......hope this isnt a sign of things to come on our loved Mooneys

I have used them for two years and think they are best solution to the headset question

"The Dash was lowered 2 inches in the 1999 model ovation 1 with the addition of the moritz gauges" The dash was not lowered until much later than that.. I had a 2000 with Moritz and still very high dash . Not sure of the year but closer to 2004/05 when DX/GX transition appeared.

Not so in a Mooney, especially that vintage

Detailed procedures for the unique combination of the KFC225 and 430W/530W are in the back of the Garmin operators guide. Has its own sub section. There is a unique procedure there when you are flying a WAAS approach, either LPV or LNAV +VNAV where you need to 'trick' the autopilot with GPS derived analog glide slope.

It disconnects the autopilot and commands 10 degree nose up on the flight director. It will also sequence the MAP on the garmin if I recall correctly (ie you dont have to push the OBS to unpause the approach

It disconnects the autopilot and commands 10 degree nose up on the flight director. It will also sequence the MAP on the garmin if I recall correctly (ie you dont have to push the OBS to unpause the approach

It disconnects the autopilot and commands 10 degree nose up on the flight director. It will also sequence the MAP on the garmin if I recall correctly (ie you dont have to push the OBS to unpause the approach

Just get flight following down there, it is the safest thing and they will keep you out of trouble! enjoy the beach!

In case anyone is interested, there is a step down power supply on the rear bulkhead in the avionics bay with a fuse.....not sure what else it powers besides the cigarette lighter but it cant be much. I couldnt find anything else that didnt work when it was blown.

Thanks for the replies, guess I will cycle all CBs and see if it comes back, but I dont think that is where the problem lies, cause im sure something else wouldnt be working too which isnt the case. Ill chase the single wire after that ... Bob

this is the factory installed plug, and there is no CB for it Bob

Before I go on a back breaking excursion, does anybody know where the fuse is for the lighter plug is off hand? Looks like it ignores the CB panel and goes through the firewall to the engine/cowl area. This for late mode long bodies Bob

I am assuming it is the engine driven compressor and not the early electric system in the Bravo? If so there should be no reason it works better on the ground than in the air. Have you verified outlet temperatures in the air vs the ground or it just your sense that it is worse? Id verify that first Bob

I have found them useful for two reasons: -IFR descent when flying high altitude where ATC usually expects/plans a 1000 FT/M descent for you. Hard to stay below VNE without them deployed/and keep engine power up > 20 inchs -aid in slowing down when; keeping speed up in larger high density airports and hitting unplanned turbulence/forced cloud penetration I have not found any more useful than std technique for gusty/x wind landings or avoiding bounces. All those are handled best by flying the numbers for your airframe and not coming over the threshold at 80+ knots :-) I have not found them good for lift control on approach (like direct lift control on the F14, where you can easily variably roll them out and in) and again not necessary if flying a Mooney like you are supposed to!

Quote: rbharvey Iphone doesnt currently provide the GPS info tape (TRK, GS, etc) or airplane icon while in the map mode like the Ipad does running Foreflight

Iphone doesnt currently provide the GPS info tape (TRK, GS, etc) or airplane icon while in the map mode like the Ipad does running Foreflight

I don't they are particularly difficult, they just are'nt necessarily enjoyable, hence I don't practice them very often. Wrestling with yoke will running trim fast and furiously is the technique in the long bodies, but again I dont find it great fun and I m not sure what scenario you are practicing for that it is vital to master them. Stop and goes I think would be the safest and most efficient way if you were after getting in as many landings as you could at a sufficiently long field. Bob