kortopates

That was my experience as well - 3.5 hrs exactly! Although a long time ago, I was already commercial SEL and instrument current and got my Multi commercial instrument add-on in that time - just also like @N201MKTurbo experience over a weekend. Although doing it that quickly I didn't get the benefit of ever flying the twin with both engines running- or maybe it did include one takeoff with both engines without a engine failure. At the time I wondered how they could charge full twin hourly rates when all you did was fly around with just one engine.

Hopefully you got the new orange card bundled with the new orange datawriter to write to the new orange data card. Terrain data is the most static data of aviation databases. I never bothered to update mine when I had dual 430W's for over a dozen years - scorched earth just doesn't change much. But Jeppesen nav data is a bit more complete than Garmin's for showing private airports; maybe more too.

Get yours overhauled. Your engine rebuilder should be able to help you there. If not, try KRN Aviation in Chandler AZ. Sent from my iPhone using Tapatalk

I am unfamiliar with a standby alternator on the K's, but look for a panel switch to turn on rather than just the CB. Still I don't think it should be powered without the master on. Sent from my iPhone using Tapatalk

The first step in a writing data is to erase the old data - hence why the card may be blank now. But if refreshing the driver and it still can't recognize the card it's likely bad. Sent from my iPhone using Tapatalk

Do they have a STC to install only the switch with conventional mags? Honestly, I think it takes too much valuable panel space for many of us. Sent from my iPhone using Tapatalk

We've seen Craig request users to withdraw copyrighted Mooney manuals posted to Mooneyspace before. Sent from my iPhone using Tapatalk

Actually the AIM was updated in 2016 to clarify that you can navigate by GPS provided you are still able to monitor the raw navaid signal, such as with a second CDI or EFIS that allows you to use both. This is really meant for NPA procedures since you need the glideslope with an ILS. Otherwise you've been spot on above. Check it out. Sent from my iPhone using Tapatalk

Its critical for the OP to understand the basic concepts before getting into buttonology. Vectors and heading are synonymous period. You aren't flying a heading in GPSS mode ( you are flying a GPS course). Failing to turn to the assigned heading can and will get you a pilot deviation if you end up getting to close to other IFR traffic causing a TA. Best to go practice this with an instructor till you fully understand your equipment. GPSS is entirely appropriate if the controller clears you direct to some IAF and clears you for the approach. But on a vector in heading mode you are setting up the AP to intercept final. Sent from my iPhone using Tapatalk

Nah, in time expect to see both the GFC 500 and 600 to become available. Remember it will depend less on airframe and more on whether it's for G5's installed or G500 installed. Lots of G500's are installed in midbody and longbody Mooneys. Of course more G5's on the vintage models. Sent from my iPhone using Tapatalk

I wrote my own XML interface years ago when the system first came out. Takes me just a couple minutes to file both outgoing and incoming manifest. For about $50 a year, folks can join Bajabush and use their free system for filing both Mexico and US eApis. But frankly they have improved the US government website alot over the years that I don't think it's so painful anymore. Sent from my iPhone using Tapatalk

I believe that's outdated info Kelly, the border stopped selling the stickers years ago. The only source is online and I believe you need a real number to file. But within a day or two you can see your new sticker number on line well before you get it in the mail. So just get your sticker number online before you depart and print out your reciept and the border guys will be fine with that. Sent from my iPhone using Tapatalk

So sorry for your lost Jack Sent from my iPhone using Tapatalk

Didn't sign up for the free shuttle to the strip hotels? I do recall you need to reserve a few hours in advance. Sent from my iPhone using Tapatalk

Don't worry about gear up's that happened 30+ years ago unless the pre buy shows unrepaired damage which is very unlikely. Mooney gear ups are generally repaired good as new when funded by insurance. But these days most new owners don't insure the vintage Mooneys enough to cover such damage. Savvy will help with a pre-buy shop after the initial assessment looks favorable enough to continue. Sent from my iPhone using Tapatalk

Exactly, just as the AIM describes, GPS is not using a coded magnetic course but a true one with a magnetic variation for the airport. The ILS is in truth course less - it doesn't matter where you leave the dial - it's a directional dual lobe beam. Bigger variations will be seen between VOR airway courses and the the same GPS track because their magnetic variation can not be updated as frequently as the airports because it cost so much to realign the VOR signals. But airports are updated much more frequently. Sent from my iPhone using Tapatalk

So very true and all the more reason why many sellers should be using a broker. Maybe there is some minimum value before a broker is willing to represent a plane; but if so I am unaware. So if a seller wants to save the broker fee to sell on there own they need to do some work IMO. Sent from my iPhone using Tapatalk

It may, but a buyer generally wants to do as much research about a potential acquisition in order to downselect to the plane(s) he/she is willing to travel too. Nobody is in a better position than the seller to provide plenty of detailed pictures and logs than the seller. Otherwise I would suspect the seller is not motivated and would move on. Sent from my iPhone using Tapatalk

Peter, metallurgy of valve components is not something I am qualified to offer opinions on. I known the two manufacturers use different metals and designs; especially with regard to the lifters. But I am unaware of any choice we have in engine rebuilding. As far as I know that is fixed. But Lycoming do have a greater propensity for valve sticking over Continentals. Happy Memorial day! Sent from my iPhone using Tapatalk

You likely have a chaffed wire behind the panel that is shorting out somewhere. Maybe where the engine control cables go through if popping was reproducible moving mixture but could be anywhere. Look for signs of burning and arcing till you find it. Sent from my iPhone using Tapatalk

Peter, you are correct that is not the issue. I was referring to his low temp comment thinking he meant low temp at start up when the sticky valve presented itself. Sent from my iPhone using Tapatalk

low temp ops is exactly what causes it to appear.

Send me a PM with your name and I'll ask someone to look into the difficulty you were having with the poor response time at Savvy. That's not good, we're usually very responsive.

My sympathy's with the unreadable logs and an owner that doesn't want to copy them. This is why some owners shouldn't leave selling their planes to brokers who know how to represent planes with readable logs etc. But that doesn't do you any good. I just recommend contacting Savvy 8 hrs ago but maybe you beat me too it. I don't have an explanation for the delay, but the office is closed now till Tuesday. (Iam vacation now for the next 10 days). But of course readable logs are prerequisite to doing this and I would think that you would want to start with that before scheduling the pre-buy. I don't know what to say about the owner except that every potential purchaser is going to have the same issue you are so hopefully the owner will come around when you refuse to accept this.

If your looking for professional help with the logs review and counsel throughout the pre-buy process look into doing a pre-buy with SavvyAviation.com Sent from my iPhone using Tapatalk