PTK

For what it's worth a couple of months ago I was kicking around the decision to purchase one of these pc based gps's. I was performing my due diligence and called the Anywhere Map folks as well as others. I was completely turned off by the unprofessional and inappropriate way they handled the phone call! I simply asked if there was any info they could email me or if they had an online demo. Their answer was to go to Oshkosh if I want to see it! I did also call True flight who has a similar setup and in contrast they were VERY VERY helpful and eager to answer all my questions. I decided not to pursue these systems because they are windows based and this makes me nervous. Also their screen because they are PC devices is not very bright and thus the poor readability. I currently use my GPSMAP 195. It is older but has approaches an HSI page which I use as backup to my HSI page and works very well. I'm reluctant to give it up and go to one of these pc based portables as I don't see how they can be an improvement over my 195 as far as portables go. All the best, PK

I have a Hoskins 701295-3A tail strobe power supply which needs to be repaired. Does anyone know of an outfit that repairs these? I know I can replace with awhelen but I'd like to retain the synchronization if I could. Thanks.

Definitely crab. What I like to do is frequently practice engine out landings and this requires a slip to dissipate alt fast then land by applying rudder just before touching down with one wheel first. It's good practice to keep dancing on the rudder pedals while maintaining just enough aileron and bring it in aligned with the runway touching down on one wheel.

That's too bad. Sounds like you got a taste of some good down to earth NORTHERN NJ arrogance! We south NJians are actually very nice. I have never been there but now will be sure to never go there!

CHT rises with cold air in a normally-aspirated engine. More power is produced with cold air because cold air is denser requiring stoichiometrically more fuel flow. And depending how dense the air (how cold) the engine is producing higher power at a leaner mixture (more air, less fuel). More power and/or a leaner mixture equates to higher CHT.

CHT rises with cold air in a normally-aspirated engine. More power is produced with cold air because cold air is denser requiring stoichiometrically more fuel flow. And depending how dense the air (how cold) the engine is producing higher power at a leaner mixture (more air, less fuel). More power and/or a leaner mixture equates to higher CHT.

Not to repeat things but you may have missed something in IFR class!! YOU THE PIC are responsible for the flight. NOT ATC. You should have never departed without a clear understanding of your clearance. Personally I never accept a cleared to point that is pther than an airport to land. In other words no intersection somewhere but ALWAYS an airport.

Where did you hear about this promotion for the 840. I'd be interested. Cannot find on web anywhere. Thanks.

Quote: Piloto The compass offset you describe is typically caused by poor wire contact at the flux sensor.

Do you know how to print the entire chart on multiple pages in sequence so they are legible? I'm printing but the entire chart prints on one page and its illegible. Thanks.

Don't give up on Mooney just yet! Mooney needs to start producing the venerable 201 (M20J). Roll out a new J and then we'll see how many plastic airplanes Cirrus or anybody else will sell!

Don't give up on Mooney just yet! Mooney needs to start producing the venerable 201 (M20J). Roll out a new J and then we'll see how many plastic airplanes Cirrus or anybody else will sell!

I would love to pull mine out and use it as a proverbial boat anchor. Only problem is I don't know how. Does anyone know how to remove the panel unit?

Take a look at Skycharts. I used Foreflight and Skycharts side by side. I got rid of Foreflight and kept Skycharts! I think it is very powerful and easy to use, Very user friendly. Common tasks are very easy and quick to accomplish. Absolutely the best iPhone app I have used. The best way to decide what's best for you is to use the products. They all have some kind of free trial.

Quote: rob I'm told that I can re-use my KI-209 with the SL30. Why wouldn't that be the case?

I would not call composite airplanes the state of the art. UV light degrades composite. This is why they are all white. They delaminate from moisture, and they BREAK WITHOUT WARNING unlike aluminum which usually will provide some warning before breaking. God forbid it hope it never happens to anyone, but you cannot bend a plastic airplane and repair it like you can an aluminum one. You bend a composite airplane it's done. I would take my aluminum Mooney over any plastic airplane any time! Wouldn't you?

The SL30 is an excellent choice. You save some space and it has nice features that the 165 lacks. If you must swap it I'd consider the SL30. The 165 is ancient in comparison but not quite as ancient as a dinosaur. I have the 165 also and was thinking of the SL30 but it still works! So I'll wait till it goes!

Be very carefull and don't send any money to brokers. You risk losing it and not getting a plane. I think you should find it yourself. There is nothing you can't do that a broker can do. You don't need a used car salesman to find you a car right? You need patience and diligence. Ask MSCs. They see a lot of Mooneys and generally know what may be for sale.

Quote: our Mooney airframes are obsolete junk

At present there is no such GPS NAV COMM. There was the 480 which Garmin discontinued. The 430/530's are very cumbersome at routine functions which may render them dangerous to the rookie IFR pilot. i.e. No airways, no vertical guidance, no MEAs or MOCAs, no height of surrounding terrain to name a few. Bottom line is we spend thousands for the 430/530 AND hundreds every year for Jepp updates and in the end we need paper plates for basic crucial info which THEY SHOULD PUT AT OUR FINGERTIPS. Make sure you have fresh batteries in the flashlight to read the paper charts! I'm not knocking Garmin. I'm simply saying they have neglected these boxes for a long time. Perhaps some software upgrades would correct these things. I don't know Just my opinion of course.

Quote: rob Whatever "state of the art" is, it's not necessarily always better. Seemingly, sometimes all it is is newer. In this case, I've determined that it is better in terms of the Aspen vs. the Gyro primary instruments. I've also decided that the 12 year old (updated) Garmin technology is sufficient for my needs for the forseeable future. The current "state of the art" in Aircraft seems to be composite construction. Yet here we are flying aluminum. Cessna, Piper, and Beech are still making Aluminum. Hopefully Mooney will be making it again soon too. I really don't care what the latest and greatest offering is, I'm happy with my decision.

What is or isn't state of the art is a matter of opinion. Certainly we all make decisions that we have to be happy with. This is especially true in avionics because we never recover what we spend. 430 530 WERE state of the art when they first came out 15 years ago. So were those huge CRT computer monitors. Today things are different. Technology has advanced to where we have flat LCD displays. To give you an analogy. Got it now!

Quote: rob Garmin has changed it in 15 years, that's what the W stands for. It is a matter of differing opinions. I disagree with you. I never said that Garmin is trash but by the same token would certainly not consider the 430/530 as the gold standard !! They have not changed the 430/530 and it is dated technology. As far as WAAS it was not a Garmin innovationand and they SOLD it to their 430/530 owners ! The actual hardware, display, processor, the box has not changed in 15 years. The argument given is that it is the only one and no other choice. Because it's the only one and no other choice for gps nav comm doesn't mean it's the standard! To me this means it is a monopoly to steer clear and avoid. What's the hurry. I'm not saying wait for ever but certainly give things a chance to settle down. When Honeywell brings the 770 out then Garmin may come out with something better. I like choices and not monopolies. I have nothing against Garmin nor do I favor King or anybody else. These are the facts as I see them today. We are the customers holding the money and we need to demand what we want from the manufacturers. Personally I will not jump on anybody's bandwagon. Competition breeds quality and lower prices. Good old American capitalism!

Quote: rob Considering that I posted the equipment that I have in the initial post, and it's not relevant to the argument that you're trying to make I'm not even sure where you're coming from. I don't have a KAP or KFC or anything King, except a 155. That's staying in the plane anyhow. I don't think that anyone would argue that two sources of information are better than one. Electronics, Gyros, Vacuums - they all fail. So why not have a combination of all of the above? In my particular instance (and I don't think this is uncommon for a Mooney of my vintage), I didn't even have an IFR GPS. So I'm going to put in a 430. At that point, I can either spend money on a CDI and GPSS Roll steering, or I can skip that and for a little more, go with an Aspen unit. It really seemed like a no-brainer once I considered all the options. I'll now have the IFR GPS, CDI/HSI, GPSS, and redundant attitude information. Additionally, I have redundancy in the entire 6 - pack. Oh, and I have something that automatically calculates the winds aloft for me. Do I *need* any of these things? Naw, but I'd rather have them than not. Wouldn't you?

We need to keep what I am saying straight and in context. It makes no sense and, in my opinion, it is fiscally irresponsible, to remove solid proven equipment susc as KAP or as in my case KFC 150 for glass. Glass does NOTHING to improve the IFR capability of the airplane. It does not contribute and I will say that it detracts from such capability if backup gauges are removed for a battery backup. I say this because your glass DOES NOT dictate your IFR capability. This is dictated and depends upon your gauges. Going glass I consider a DOWNGRADE and not an upgrade! The perceive vaccuum failure is a non issue because it can be proactively mitigated. Regular proactive maintenance, a standby vaccuum system an electric AI, or all of these can be had for a smaall fraction of the cost of some sexy glass. I would much rather spend money on real upgrades that do add to safety. TCAS, weather, engine monitor, an autopilot if you don't have one, etc etc. And don't forget electronics fail. Don't tell me that you will fly behind a battery backup either, thus totally removing gauges. I would NEVER trust a battery powered glass over my solid KFC 150 AI even on standby vaccuum source. By this logic why don't you backup your glass with another glass i.e. Trilogy and spend another $16K! Do you see how crazy this gets?? Also because we never get back what we spend on avionics it makes the most sense to spend money on real upgrades to safety and comfort. Yes I agree glass has feel good value to its owner but that's all.