kortopates

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I believe that's outdated info Kelly, the border stopped selling the stickers years ago.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

I am surprised the aircraft even climbed at 10 GPH at over spec max FF! But maybe your FF isn't calibrated either. I've seen many aircraft not make power because of excessive mixture. Do you recall your TIT at full power? Glad this was your last flight with this engine, your test pilot luck could be running out! Be careful with the new engine doing ground runs and high speed taxi runs to check things out thoroughly before you commit to taking off.

If anybody has these kind of questions in the future, all possible errors are explained in the FAA's "Public ADS/B Performance Report (PAPR) Users Guide" available on the web. This one was an altitude issue per the guide.

If you review the ADS/B website you'll see they publish a circular or article on all the errors and their meaning and suggest you look there. Incidentally, the GTX-345 automatically switches to Altitude mode using the airspeed source (airspeed switch or GPS ground speed) set up per the installer.

Since you're sharing your HR stats I gotta ask what you do for cardio exercise to stay fit. I love a great cardio workout myself and mountain bike to maintain mine as well as rock climbing. Good for you in keeping fit since Pilots have to stay fit! Sent from my iPhone using Tapatalk

Congratulations! The 231 is going to be a lot to handle coming from the Cutlass. But you'll get there and the journey will be fun, but don't rush the transition training - it's going to take awhile. Sent from my iPhone using Tapatalk

Until you go through the calibration procedure for adjusting the HP Constant you can't rely on the %power parameter on your EDM - right now its probably garbage in and garbage out. (Defaults on the JPI would be based on normally aspirated engine making full power at 30", as well which is probably why you are seeing what you are. ) You will also have to verify the Engine HP field is set to 210 for your engine, and if your unit has a Engine Constant you'll want that set to 13.7 (this is for LOP calc's, but it may only be on the TSO'd for primary units e.g. EDM-9xx). Also I suggest you verify or go through the MAP calibration procedure to make sure that is as accurate as you can get it. Personally I don't pay any attention to the calculated %power field but it can be helpful in cruise to know the approx % power you are at. Its actually intended to read cruise power most accurate - not takeoff, but I suggest you calibrate to your max cruise power setting - whatever it is you use. But at takeoff you should be scanning for MAP, RPM and TIT and abort if TIT is going north of 1500+ Properly set up, TIT should be well under 1450F. TIT will go high from lack of FF as well as vapor lock so I prefer it over FF when you can't see both. With your manual wastegate and intercooler you should targetting about 37.5" as your redline MAP. BTW, the weld that broke off to hold the bracket to secure the cross over pipe is a common problem on these engines and easily fixed with a weld to be as good as new. The problem is that the #5 exhaust tube needs to come off to properly welded and sometimes that could mean taking off #3 as well in order to get #5 off if the exhaust tubes are stuck together. There would be no point in replacing the #5 tube just to fix that, spend the savings on getting the entire exhaust overhauled where necessary and you'll be much much better off!

I only know of rudder pedal extensions for brake pedals. But I question the value of putting in dual brakes just to get to reachable rudder pedals. You are in for sticker shock for how much that will cost you. Instead I suggest getting the 3" extensions for the pilot side and letting her have the left seat. As a new pilot, don't expect her to transition to the Mooney from the right seat. But now that you are probably getting comfortable in it, you might be very well ready to learn to fly it from the right seat. You can always add dual brakes later on after your wife is flying the Mooney. My wife also requires the 3" extensions and she now owns the left seat and I stick to the right unless I am flying solo. But as an instructor I am use to flying from the right seat. We also have dual brakes. Sent from my iPhone using Tapatalk