N6784N

I have been looking for a long time about these iphones and apps to go along with them but i just dont see the benefit yet. why not just buy the cheatah or bendix/av8tor which was actually built from the ground up as a aviation device. can somebody please explain to me the benefits?

there are specific requirements for ingress and egress leaasburg and that will be covered in the online certificate you have to get. i am based in the adiz and after awhile it becomes second nature but it can be a pain. if you have a moving map gps that shows tfr's is a real good thing to have and if your just flying in this time then maybe a better way is to fly ifr and give atc the responsability to keep you clear. the main thing is if there is any doubt in whats going on you can always ask for vectors.

I was doing my runup today and my left mag was showing a pretty good drop in rpm's so i went to 2000 rpm's and leaned it out for a minute and brought it back to 1700 rpms to check the mag and it didnt work out too good for me. i did this 3 times with the same outcome actually the plane ran a bit rougher after. could this be a spark plug or is it more a mag problem? and does anybody know with a 1968 model c will i be able to install slick mags on it or wil i have to have the mag rebuilt if that is the problem? thnx for any info you guys can give me

wow the best i can do with my 50 gal is 5 hours. even if i dont need fuel i like to stop and eat a br break. kudos to him that was a awsome job

I talked to a "fast" team member and he explained everrything to me about using the IFR (enroute/terminal) GPS and here is what he explained to me. We can use a IFR GPS in the terminal area to identify LOM's, NDB's. and any other waypoint that is listed in the AFD and on the approach plate that you will be using. you can also use the GPS for DME information. if you are flying a ILS and the missed approach is holding at a NDB you can still fly that approach, if you go missed then input the NDB into the GPS and fly the missed. ofcourse really the only thing you can not do with the GPS is a actual GPS approach. The GPS as long as your not doing GPS appraoch does not have to be updated every 28 days as long as you verify that the waypoints you will be using for the approach with the AFD before flight. you can find this information in the aim section 1-2-3 other then the out of date criteria but he is still loking for that information.

ok 2 questions here! why is he stalling the plane with somebody in the back seat which im sure the faa gods would not take kindly to and why is he stalling a plane with what appears to be 2 passengers with at most very little flight time in a small plane and maybe none? im sure by trying to impress them with his flying skills he probably scared them from aviation altogether. btw it sounded like he did not do the spin intentionally because if you listen to the audio he adds full power and didnt take power out for quite awhile after the spin started and he laughs nervously stating and thats how you get out of a spin.imo he needs to go back to decision making class.

10k more and you can get into a 201. I have come to the conclusion that my m20c ranger will onlybe able to sell for a certain price especially since its had 2 ggear up although years ago. i plan on making mods but wont sink that much into it i would never be able to even come close to recouping later. very nice plane though, its the setup I will always dream about until i can upgrade to a 201 or 231.

My mooney only has 180 hp but it climbs like a bat outa .... In anycase whether it would go on its back or not i would slow the plane down to landing speed then add the power and stall just to save wear on the engine but I agree that if the ball is centered it won't do that

Quote: carusoam Apparently IFR comes in different levels, basic or minimum all the way up to GPS driven synthetic vision that can land a 747 by itself. Were you planning on using your plane for your own IFR training? typical things that you may find with an IFR installation of a GPS: [1] Does GPS drive the VOR head? When it does, does it have an indicator (little blue light) that tells the pilot that GPS is driving the VOR head and it is not the Nav radio doing the driving? [2] Does it have remote enunciators (Leg/OBS mode, waypoint, message, Approach arm etc.) [3] Does it automatically check RAIM (accuracy) prior to arming the approach. (This one eliminates most hand held units) These may not all be required as indicated above, based on installation and proximity to the pilot's view. These little things assure the pilot that he is following viable guidance to the ground. Without these aids, I feel that it is too easy for me to think I have viable guidance and go to the ground unguided. The basics of IFR legal (for the plane). [1] Pitot / static check. [2] Navigation equipment required for the approach to be used.....(one VOR is a one trick poney, technically usable for approaches in combination with an "IFR" clock) [3] I see the VOR head in your photo has Glides Slope also (If this is working, you have a very strong two trick poney.) Precision approach is at your service. Having VOR and ILS approaches available with one radio can work pretty well, IF you can use your GPS to identify cross radials, intersections and "DME" distance. GPS is a legal substitute for DME on instrument approaches. Slant range error is pointed out in the post above. You probably would not add DME to the plane to get a less acurate readings. As far as using one radio to identify an intersection. It sounds nice, but it is terribly impractical. In the NY area, the flight plan will change early and often and it is difficult to keep up at Mooney speeds. I still find it challenging to twist knobs on the GPS and keep up with the rapid fire environment. It is helpful to keep up with ATC if you have something to hold your wings level while you try. Do you have the wing leveler (PC) or any other autopilot? Most IFR plans that I use are VOR to VOR with a couple of intersections thrown in front and back, followed by the more simple IAPs of VOR, ILS and GPS (some still may require ADF or DME to identify intermediate waypoints if the GPS is not legal) I am a recent IFR graduate. I used a plane with two Navcoms, one with glide slope, and an IFR GPS. The instructors pressed to use the VOR / ILS for everything and GPS for distance. Very little time was spent teaching GPS approaches. If you can execute the VOR and ILS in the traditional method, GPS approaches don't take much additional time. I would be looking for the following: [1] Is the installation of the GPS IFR? Can I keep the database current (every 28 days)? [2] Adding a second Nav Com to the panel can round out most of the remaining requirements. Overall your panel is probably IFR as promised to you, but at what level do you want it to be at?

I have a pretty bare panel when it comes to flying IFR. I have 1 vor head with a GPS that is IFR certified for enroute only and to boot I have a plackard on my panel that say "GPS approved for VFR flight only". My first question is since PENN AVIONCS certified my panel for IFR flight and they updated the database for the GPS can they take the VFR only plackard off? my other question is since the GPS is certified for enroute can I use it to cross reference vors for like intersections legally and can I use the GPS dme in replacement of a hard wired dme in the panel legally. I will put another vor head in the plane if need be but what do you guys think. thnx for any help

Personally I dont see the benefit of keeping the wing leveler. at least in my plane if i dont burn more fuel out of the right tank then the wing leveler tries turning to the right and im all the time trying to set it correctly so the plane flies str8. i think if your gonna put money in it maybe a century or stec would be better. not sure if im right for everybody just my opinion. great looking plane btw

I dont think i missed the fact that i need a clearance limit before entering controlled airspace but like i said it was severe clear and even when they cleared me to takeoff i figured they would clear me in the air since it wasnt actual instrument conditions. that being said i did mess up because i assumed and would have done things differently if i was going to hit actual conditions. anyway i learned my lesson and wont let it happen again.

yea I think my thought was since so much has been changing lately with the atc system that some rules got changed on me since my last instrument check. anyway i made the same flight again today and this time i got a actual route and release time so im happy again

I filed IFR last Friday to fly from PHF in Virginia to FME in Maryland. The previous week I filed and recieved a amended route so when I filed Friday I filed the same route they already gave me. I called ground to pick up my flight plan and the controller gave me the departure procedure, alt to climb to and alt to expect as well as freq and squak code but never said anything about my route, not even "cleared to FME as filed" or anything. I assumed they did accept my route and it was severe clear the whole route so I didn't worry too much about it. I taxid to the runway and did my runup expecting to here my actual clearance into the system because at this point she only read my flight plan. I never recieved a clearance through the whole flight. Sooooo!!! what happened here??? thnx for any info

really interesting you brought this up. my last few flights i have had to move my pc control all the way to the left even with full fuel. has anybody ever had this problem before or should i have a mechanic look at my plane? thnx

I would really fight this charge. If he doesn't have a policy that he will have to provide the parts then he shouldn't be charging you. I would call around and try to find a mechanic that can travel out to you and see if he can come out. if he can then tell the mechanic on the field you are not comfortable paying prop charge since you did the work to find it which probably wont work so tell him he has a choice, he can either do the job for a reasonable rate or you will find somebody that will. as long as the airport will let him work on the premises. If it costs you that extra money that you would have paid for the prop hey at least you didn't give it to a thief. hope it works out for you

Yep I think I figured out that it won't work. I think it's a good idea on paper but not so much in real life. I might buy a few and advertise using only free adds later on but I don't expect it will go past that.

I think your right and I'm sure the market will be people needing a GPS when they buy a new airplane or rent airplanes but to get all of our costs down. I have already been in touch with XM and they told me themselves that we can have XM weather on two (2) GPS units. it's time to start buddying up and split the cost.

I have a 396, it actually came with the plane. I live in i tihnk the worse part of the country for flying which is the WASH/BALT TFR and not too happy about flying in this area without a moving map gps. anyway sometimes it works and sometimes it doesn't. If I have it on the yoke on the pilots side, it never finds enough satelites so it tries to go into sim mode. If I install it on the passenger side yoke, it works maybe half the time and the other half tries the sim mode. I bought a new cable to no avail. anybody else have this problem?

Friday I was actually thinking of flying home in this from newport news va to laurel maryland. glad I didnt try it. btw I landed a c152 winds were 30 degrees off runway 34 gusting to 40 something years ago. it actually worked out to be a descent landing.

lucky you, i saw this plane for sale and wished i could buy it. have fun with it

I agree with you that GPS moving map pay for themselves but my idea is for pilots that think like I do would keep the gps they have without having to pay continueous monthly bills and fly local with their personal gps units but when they want to take long trips which is only maybe every few months to just a couple of times a year that is a good idea to have weather onboard and maybe the radio if they get baord like me. I am looking into the terms of service because I really dont want to have to pay for somebody else mistakes. I have the 396 and like it and will probably have it as a rental but I also plan on maybe a cheetah, 696 and av8tor that has all the bells and whistles. I will be doing weekend rentals and monthly rentals I think. I have been doing alot of research on my part becuase I really wanted the G500 but after doing the pro/con list I really cant justify it so I would rather have a unit that doesnt cost so much to support updating and no real ability to upgrade the unit when more software comes on the market. I really really want weather and radio in the plane but since I only fly long distance every so often I just cant justify the 50 + dollars per month that could go into savings or better yet feed my kids. I actually thought of this idea when I was laid off 6 months ago and tried to find a company that would rent packages like this but nobody does so hopefully I have come up with a good idea.

Quote: mooneygirl Hi Jeff I think your idea is a good one. We purchased a slightly used 396 for our cross-country trip to OshKosh for Airventure in 2008. Within one day of having it, in my mind, it paid for itself. I suppose my concern might be how long it would take for someone to become familiar with the unit. There might be online tutorials that would be necessary. Would you have any liability if, let's say, the terrain warning failed and someone crashed? My opinion would be the 396 would be the best unit. I do know what the antennas can be the weak link, and do not like to be moved too much. Are you thinking about a daily or weekly rate? Kudos to you. I wish you every good thing!

I am planning a small business to rent GPS units complete with WX/radio, echarts WX antenna and audio interface to pilots who only have a need for the full package on long xcountry flights to keep from having to pay for the GPS updates and monthly payments for WX/radio. Does anybody agree with me that there is a need for this? if you think you would take advantage of the service tell me what GPS would you most want to rent and if you disagree with the service, tell me why you dont think it will work. thanks for any input jeff

i had my plane annualed just outside of jacksonville fl and although the company is not known for working on mooneys he knew alot about them and did a great job on mine. he charged 1400.00 for the basic inspection which might be kinda on the high side but i plan on taking my plane back this year. i really cant reccomend him since i dont have a history with him but hopefully this year will be closer to having a long hstory using him. let me know if your interested and ill email you his name