kortopates

How did you secure the gear to stay down?

Almost all Mooney gear ups are classified as Incidents by the FAA and never reviewed by the NTSB. Lesser still than an "Incident" is an "Occurrence", such as going off the runway and perhaps taking out a light.

Ah, I didn't know they were working on direct interface without the EA100, that would be a big improvement since the EA100 doesn't support VNAV.

Calculated heading is a misnomer. The G5 will display magnetic heading with a GMU-11 connected and separately GPS Ground Track TRK from either the internal GPS or from a connected WAAS GPS (e.g., GNS-xxxW, GTNxxx etc). If a external WAAS GPS is connected, the internal GPS is disabled. If there is no external WAAS GPS connected, then of course the internal GPS needs an external GPS antenna to provide GPS TRK and reliance on the internal GPS should ensure you continue to get ground track while on battery power (although I could not confirm that in the install manual it sure looks like it). However if you're getting GPS TRK data from an external GPS then you'll lose GPS TRK data with your GPS.

If your KFC-150 computer (KC-192) is really shot you do have a couple good options if its not an easy fix. Rather than put about $3K into repairs, which is pretty typical, it probably a much better deal to just go with the slide-in replacement Aerocruze 230 for 10K which will also in theory eliminate expensive servo maintenance for the next 2 yrs and it will raise your planes value accordingly for the AP upgrade. It is certified for your M. Personally I want to know what the new servo's will cost down the road before I jump but my unit is working nicely right now. Your other option of course is to pick up another used/retired KC-192 on eBay and take your chances that it won't need expensive work and last awhile.

Congrats on getting your IA!!! I thought it was the hardest one of all to get

I was talking to them as well last summer before they completed certification. But from what I understood their shouldn't be a problem with your Aspen. As I understood, an Aspen EA100 is required to provide the attitude inputs to your existing KFC-150, but this is true for any legacy AP. The Aerocruze 230 is a slide in replacement for the KFC-150 and will continue to work with the same EA100 supplied inputs that you must have now to drive your KFC-150. Perhaps they misunderstood and were talking about Aspen without the EA100? But something isn't adding up. The bigger issue to me with the 230 is the cost of replacement servo's? Its one thing to guarantee our old servos for 2 yrs with a 230 install, but I really need to know what the replacement cost and technology used in the new servo's (e.g. brushless DC motors?) before I can take their solution seriously. Perhaps we can get an idea now if they are also giving the option of installing yaw-damper servo with the upgrade.

The GFC-500 still needs the G5 to drive the GFC-500. I don't like it either because I have a ESI-500, which does literally everything and which I consider a superior backup over a G5.

I agree entirely and pilots should know better than to try to assume legal capabilities from marketing materials. Sent from my iPhone using Tapatalk

I can say the factory is shipping parts that they have in stock. Which I am very thankful for!! Sent from my iPhone using Tapatalk

The digital frequency is the more accurate sensor and therefore the best option to install. I personally wouldn't want to go to the expense to install another analog sensor. The harness option from JPI is a great deal - this will save you much more money than it cost in installation time and troubleshooting. You can thank us early adopters with all the problems we had as to why JPI provides this option to bypass a lot of issues from faulty grounds. (they learned the hard way that a ground line had to be wired back to the EDM unit) CIES didn't even provide a schematic for different wiring options. I do expect you'll have to return your EDM-900 to the factory to get the latest s/w for the digital senders. Your concern for total capacity is a non-issue with respect to the senders. You'll calibrate them based on the actual amount of fuel you put in your tanks. But, completely independent of the sensors, your EDM indicate how many gallons remain in the tank which is only decremented by your fuel flow transducer, and setting that to Full will be based on your POH and STC for the bladders since its a TSO'd unit. (Your senders report the sensed fuel in each tank separately as a Left gallons and Right Gallons just like your old fuel gauges - separate from the fuel remaining). But you can always decrement your 54.8 (useable) to 52 gallons if you want, but I don't think JPI will change the total usable too 52 for you, they have to follow the approved FAA data, i.e. your bladders STC data.

I've had the Blue Angeles titanium version of this watch for years and it's awesome - but not a replacement for the panel IFR clock. The watch is much more accurate though because it synchs nightly via radio to the gov time source and uses no battery - it's solar powered too. Just recently to the high tech Garmin aviator watch which is very nice since it monitors my O2 and much more but it needs to charged frequently unlike my old citizen. Sent from my iPhone using Tapatalk

Gliding distance into the wind is largely irrelevant IMO. Cruising low; especially at 1500’ agl gives you very little time to deal with an emergency let alone pick a suitable landing spot which will be limited to a very small area. Cruising high gives us a lot more time which comes with a much larger range of options. I would much much rather cruise in VMC above any weather in smooth air and take a few minutes longer than suffer continuously in less than smooth VMC conditions to save a couple minutes. I enjoy finding the smooth ride as well. Rarely, but it happens for one reason or another, I can’t get on top, not because of performance but sometimes it’s really bad turbulence in clouds from the really crazy winds up there or it may be icing. I guess I never fly what many here are referring to as low except when doing ground reference maneuvers with students and never x-ctry. Sent from my iPhone using Tapatalk

There is no downside to complying with the CSB. Most of us did it when the original CSB came out, Continental has issued the second iteration on this a few months ago. Apparently, per Continental a bad seal, has already brought down one plane, hence the CSB. But after you comply with it, you won't even know there is a difference. You'll prime the same way for the same duration and it'll start the same way. (I passed the same info to your Savvy account mgr as well). Most likely you will also need the newer taller cylinder drains too (1 for each cyl) but not real expensive. Here is the current version of the CSB As a Continental engine owner, you can sign up for email notifications of these for free so that you aren't caught off guard again. At least you could, they have delegated much of their documentation to ATP these days. CSB19-01A Diverter Valve removal.pdf

I don't think you'll find many, if any, pilots that go out and buy an AATD or BATD. But people that previously hired an instructor and rented time on a Redbird, which are very common at local airports, can now do it alone. in addition to many BATD Redbirds, we even have a full motion AATD Redbird where I teach which is lot more fun to work in than the BATD's where you don't have much feel for the aircraft. I still prefer to fly but for many, especially those that find it difficult to line up a safety pilot or renters with a very limited budget really like the economics of renting a Redbird.

Mooney specifies a pair of cotter pins in the inside seat rails to prevent the seats from going to far forward or to far back. You’ll find horizontal holes in the side of the inside rails to place the cotter pins. Sent from my iPhone using Tapatalk

Check out this C172 for only $116 hr wet. https://www.plusoneflyers.org/fleet/montgomery-fleet/item/105-n3386e EDM 900, GFC-500, GTN-650, FlightStream and Powerflow. This is popular and typical for instrument rating students in SOCAL. The average plane won't have the GFC-500 yet and may only have an EDM-830, but the C172's in this club and usually far superior to your typical Vintage Mooney. And all I mean by that is that since many Mooney pilots buy a Vintage Mooney to do their instrument training in, whom do you think is getting a better education for flying IFR in today's NAS? But I totally agree with you wrt to once you make the decision to buy, I too wanted to get something much better than I could rent. Its very true here in SOCAL that I can rent a nicely equipped plane much cheaper per hour than own it - especially if not flying more than 100 hrs. I just wouldn't have exclusive access and would be prevented from flying it anywhere I want including dirt strips and Mexico and Central America. One pays a premium for having exclusive access and I am happy to do so. From what I read here, most of the country doesn't have such good economical renting options.

That’s one way - but a much cheaper and easier way is to put in a heavier Charlie weight in the tail. Just say’in. Although I personally like your way better Sent from my iPhone using Tapatalk

Autopilot integration is another area where Garmin really shines! Although I do not have the GFC-500 AP, the GAD-43e added digital VNAV capability to my KFC-150 that i didn’t have and would have allowed replacing the very expensive to maintain older KAS-297 vnav. Yes, I do have to push a couple of buttons to put it into VNAV, but everything is there on the G500 and GNS to help me set it. Far superior that what I had before and far superior than the Aspen EA100 adapter which doesn’t add any functionality than basic GNSS. Eventually someday when I upgrade my AP I will have more to look forward to. Foreflight has significantly greater functionality over GP. However IMO I prefer its more elegant user interface and most of all it’s just as strong flying in China, when I was there, and in Latin America where I am flying now, due to its integration with Jepp. Foreflight certainly works outside of the US and Canada, but not fully like GP does. Sent from my iPhone using Tapatalk

Absolutely, Garmin trumps all! IFD’s still can’t do all the approaches that Garmin GTN’s can do. I know, in all seriousness these discussions are at least 50% fake news with each us merely expressing our brand preference, loyalty etc. In truth, I am very thankful for as many avionics manufacturers as we have, but IMO there is no question which is superior, especially the more glass you have in your panel the less tolerant you are about integration issues (current and future) with multiple vendors since every vendor provides updates. Then there’s market share concerns too. By far, Garmin dominates the market followed by Aspen. Avidyne must be very small from what I experience. These are merely my personal preferences and concerns, but as a technology guy I haven’t seen a box I didn’t like since Garmin and Apollo introduced their first approach capable IFR boxes - GNS’s and CNX. It’s all been amazing stuff since. And the best part is that it’s becoming more and more accessible to the vintage fleet. I say that because it dismays me to see the typical vintage Mooney equipped far below the rental C172 and PA28’s with the vast majority equipped with GTN-650’s and many with GFC-500’s. Sent from my iPhone using Tapatalk

To fully turn off, it should go a little past off so the cable is still pushing a bit at fully off. This won't break the cable - mine has never broken. And from memory, the service manual will echo that. Yeah, I guess mine has always leaked through the ports - if not off. I'll have to look into new port seals. From memory they're just o-rings.

My cable does operates smoothly. I’ve seen where the cables wears on bends and/or the sheath wears thin. But easiest to try a new cable first. Sent from my iPhone using Tapatalk

I guess I am going to have to look into replacing my O2 port seals. I always assumed that is what the off control was for and that the port seals would naturally leak if left on. Good to know! Sent from my iPhone using Tapatalk

I never leave mine open/on except in flight when in use. The ports are not leak proof when on. Leaving it on while not using it will drain down the tank over a weekend. How many psi/hr I don't know, but don't find it to be an issue in flight when breathing on it since the pressure is being vented to the connected ports. I am still on the same O2 fill from when I left San Diego flew to Guatemala to Yucatan and now in Puebla with 2 people mostly at 16K and still have ~800 lbs - enough to get home. To not loose O2, it's imperative to turn off the regulator when not in use. You shouldn't feel any pressure when you inset your cannulas/mask into a port at the start of a flight. If you do, the line is pressurized (any leaking) from not being entirely closed. I even pull out the devices from the ports to avoid loss in case it's not entirely off. Sent from my iPhone using Tapatalk

Most low pressure leaks are from the regulator not closing all the way when your knob in the cockpit indicates closed. Start by verifying the regulator arm can't be moved further to closed. Since your cable broke, I'd bet you'll be okay once you properly re-rig the cable. Also 250 lbs seems to large to only be leaking in flight - another reason why I suggest the regulator rigging. Sent from my iPhone using Tapatalk