kortopates

Really looks like a hangar ferry gone wild. I hope it can be undone and fixed with the correct parts. Sent from my iPhone using Tapatalk

Gami's aren't but a gami spread of 0.5 GPH or less is! But if your OEM injectors don't provide you with 0.5 GPH or better spread, then GAMI's are your solution. Don't know what you fly, but most Lyc io-360's don't need them but many to most Continentals do. Measure your gami spread and go from there. See this for more on what it is https://www.savvyanalysis.com/articles/in-flight-diagnostics and this for how to collect the data http://content.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf

Glad your fine and hope you can get back into the cockpit asap. Check with with Greg at Advanced Aircraft Troutdale, OR. They are an MSC that people speak highly of. Also I know LASAR has picked up and ferried many gear up Mooney's for repair as well. So they are worth talking to as well.

It can be done anytime, you just need the parts. Of course its easier to do during an overhaul but you will want to price out the parts with an overhauler for the conversion (which includes a different induction system and other changes) because you will probably pay the full cost of the new parts with a field overhaul and probably not pay anything extra to trade your existing GB core in for factory overhaul or rebuilt. But you'll have to make some inquires to be sure about the actual cost. And perhaps larger overhauler like Western Skyways (perhaps the biggest overhauler in the country) may very well be able to get you the new parts you need as salvaged/overhauled rather than buy new and save you $ too. Intercooler is an independent consideration that won't change a thing.

http://www.kathrynsreport.com/2018/02/mooney-m20j-201-n925jh-incident.html One of three Mooney landing incidents this past week, including a gear up landing and off field landing, but this one made it into the preliminary accident reports. No reported injuries thankfully. Like many of these, this Mooney was registered less than 1 year ago so lack of experience in type and perhaps lacks of transition training may have played a role. But Mooney's are not unique to porpoising incidents, just probably the most frequent airframe to see them. But here is a very brief write-up including a short video of a piper porpoising on landing to a nose gear failure. http://www.boldmethod.com/blog/2014/01/the-danger-of-porpoise-landings/ You'll often hear Mooney pilots say it was the third bounce that led to the prop strike, but I think I counted many more bounces in the short video before it was over. Be careful out there!

Any instances stand out that you were glad you had it? Or has it been more a convenience thing? With 2 GPS's loaded with all DME facility waypoints I've never missed it but I also don't have anything odd to deal with like Bob's LDA aprpoach example into Vancouver WA which is rather interesting but still doable with GPS.

Got an email from Garmin today that they began shipping the GFC500 for C172's. I have a KFC150 too, but consider the GFC 500 will be a downgrade and think it will take the GFC 600 to be an upgrade at the capability level of the GFC700 for the G1000. But it will take some time to assess. Sent from my iPhone using Tapatalk

First it needs a good inspection to see the source of the looseness and in which directions. It may only need shims and/or proper torquing. If its truly worn to the point it can't be corrected with conventional means then absolutely sending off to LASAR for whatever it may need such as an oversize bushing. But that seems premature until someone goes through it first. Sent from my iPhone using Tapatalk

Of course you don't need to be anywhere near convective weather to experience severe CAT. Here in the west, I believe we have the severest turbulence thanks to the Sierra Nevada mountains which is found in the leeward side in the Owens Valley as well as further north. I've been using the drop the gear and speed brakes to help quickly slow the aircraft down ever since my earliest bad encounters - basic survival instincts. We've had many very rough flights returning from ski trips that I have had to fly the entire valley with the gear down the entire way which is a miserable hour. If I am not trapped in the valley due to icing above, the turbo allows climbing up yet while carefully avoiding the rotors which can do real damage. But once above by several thousand feet its easy to find a relatively smooth ride on the wind ward side, But when necessary, the added drag of the gear lessens the impact from vertical gusts to lift or drop a wing and helps with stability to significantly reduce pilot workload and maintaining a slower airspeed. (AP is always off in bad turbulence). If also IMC, I would stay on the ground, but in VMC its just no fun at all as long as you don't have unknowing pax to terrify. Try it sometime if you encounter bad turbulence. I don't know how true it really its is, but the Fedex caravan pilot that makes the trip everyday VFR despite the turbulence has been known say he wears a helmet on the bad days. I've thought of bringing a bike helmet as well but never did.

From memory there is a good trouble shooting section on this in the service manual in addition to what you copied above. As described above, there are many warning devices that come into play, but at only certain times, i.e. Gear UP, or Gear Down or Gear in transit. Following the schematic will show the exact circuit when the Gear is Down (gear down limit switch closed) to illuminate the green lights, but recognize the MAP throttle switch and sonalert are only in the circuit when the gear is UP limit switch is closed and thus should be immaterial for when the gear is down. So is the airspeed switch, until you move the gear switch to UP. So I'd bet its got to be in the circuit with the gear down limit switch closed (since your gear motor stops by the limit switch) - but referring to the schematic will ensure you don't miss anything.

The Vertical card compass is a big plus for instrument students because it doesn't turn the opposite direction like the Whiskey compasses. But they are notorious for being difficult to calibrate, hence the balls and sometimes magnetism of the steel cage makes it impossible. But there is a solution for this too using a growler. You're probably going to have to try re-calibrating the compass to find if it can be successful - or just send it back for inspection and repair/OH. The good news is, after you learn how to do compass turns you won't actually need to rely on in partial panel flying as long as you have a WAAS GPS in the panel. Instead you'll use that and discover partial panel is easy to do even to ATP standards with the GPS TRK/DTK info. Which is another reason why a IFR GPS is so vital in these days.

Although you don't need to use VOR navigation in the enroute structure, you still do need a current VOR test to fly any VOR approach since you need to have the raw signal displayed when navigating from the FAF to the runway. I assume that is what the OP was doing when he says it was off on a practice approach (but does not mention type of approach) but was not offset when doing RNAV and LOC approaches. Without a current VOT/VOR test, you would be limiting yourself to no VOR approaches, which might be operationally fine for you; except if you loose GPS for any reason since its still also our backup form of nav. But most of us train for proficiency in all kinds of approaches even though I wouldn't personally fly a VOR approach when I have a GPS approach option.

What does your VOT test show you in terms of number of degrees off? What does your 530 on the startup pre-flight test show for how close the CDI is to what the 530 displays for CDI course? These should have been the first checks and should isolate the issue, besides being required checks for IFR flight. ILS, LOC & GPS course guidance should always work fine since it doesn't matter where there OBS selector is positioned. Only VOR nav and GPS via OBS actually matter where the OBS is position for course guidance. If the VOT test fails, there is a resolver in the HSI that needs to be re-calibrated If the GPS is CDI is off (for OBS usage) then the GPS can be put in setup mode and re-calibrated, and if still off the issue should lie in the resolver along with failing the VOT test.

On the floor board bulb, suggest check the bulb to socket connection at the base of the socket by cleaning it up to make sure its not an intermittent connection. Can't be the gear down limit switch or the gear would not stop till the actuator breaker pops (from reaching the limit of a stop mounted at the gear motor). Since its stopping, the switch is working, but I suspect you have a poor connection with the floor bulb. 12V should be enough to power the bulb.

Thanks Anthony, I'd go for ride with you anytime [emoji846] But I am very familiar with the difference between DME slant range distance and GPS distance. In the example above, several miles out and down pretty low, its going to calculate out to within a tenth or two of a mile - but I am too lazy to do the math. My point is there is no need for DME with a modern GPS. But I would be surprised if the older KLN89 would have all the DME facility waypoints. Sent from my iPhone using Tapatalk

Absolutely, just as with an aircraft that is equipped with GPS, if your aircraft is equipped with an AP, it has to be part of your instrument training. DPE is tasked with ensuring you know how to use all of your equipment. As such he'll have you demonstrate its use on an approach and with a good 2 or 3 axis autopilot expect it will be on a precision approach so you can demonstrate how to properly intercept GS in addition to intercepting final. But all of this should be done well after the student can fly the approach without the AP. No question there is a lot more work to getting an instrument rating in a technically advanced aircraft with great avionics including WAAS GPS and a good auto-pilot. And that's the ideal time to learn to master the equipment. Its just that we all don't have the luxury of having such great equipment when we did our training. So many of us will have to learn the advanced stuff later, but it is a license to learn after all. But these days, unlike when I did mine on 2 VORs and DME (and without an AP), the standard is with WAAS, but still many, if not most, compete their IR with out an AP.

Definitely lack of an autopilot should not dissuade you from getting an instrument rating. Perhaps one of the biggest obstacles for new instrument students is simply getting the aircraft properly trimmed quickly so they can move onto the next task. Its the first obstacle keeping students behind the aircraft, with lack of understanding and proficiency with their avionics second. Using an autopilot for this would do the student a huge disservice since it would merely make them dependent on the AP rather than learn to quickly trim the aircraft on their own. We already have too many pilots that are overly dependent on their AP's that have gotten into the habit of using them from cruise on through the approach. As your training progresses you'll learn to stay ahead of the aircraft with a much higher workload that what you'll actually experience in a typical cross country IFR trip due to the artificial nature of the training environment . Although the more challenging the weather conditions the more difficult the workload can be; especially with turbulence or strong winds added in. But this is why we have personal minimums. But where autopilots become most important in on longer and longer flight so that the pilot isn't exhausted by the time they arrive at the terminal environment for an approach which will require their full concentration. Its also important in allowing us to monitor weather ahead on long cross country's and enable us to develop diversion plans for enroute weather or our destination . But after you get your IR, you'll be in a better position to set personal minimums based not only on your skills, but also your experience level and your equipment limitations. But certainly as you desire to fly longer trips with weather, an autopilot or another pilot right seat or even a capable right seat pax become more and more vital to keeping the workload manageable.

They have always had a small number of questions that they were experimenting with including a couple that weren’t counted. But as long as I’ve a pilot, perfect scores were unheard of but did happen. Probably getting harder too. Sent from my iPhone using Tapatalk

Why not get together with your CFI? He’ll go over your weight and balance with you, help you get FF set up properly and make sure got the right data and doing it properly. It’s pretty important stuff to get right. Sent from my iPhone using Tapatalk

Yes, we have a very good option at Aero Accessories in Van Nuys. They're a repair station specializing in mags and electrical components. Both UPS & Fedex ground will get it there overnight. They do a full 500 hr/5Yr IRAN in 24 hrs of shop time at very good prices. Call them for details: http://aeroacc-vny.com/

Cool, have you enrolled in Miramar's A&P program? Highly recommend it. You can do it evenings after your day job like I did and its almost free. The ground school for your IR at Miramar is a great opportunity too.

It would be helpful if [mention=6909]Cruiser[/mention] referenced the known Garmin alert. There was an issue a year or more ago that was blamed on IOS issues and prior firmware issues. But this is the first I have heard of continued issues and I fly with multiple people w/ FF and a FS210 or 510 or even just a solo GTX 345. I'd suggest all other background apps be closed on your device and make sure you have the latest firmware on everything. My GP with FS510 works flawlessly. Sent from my iPhone using Tapatalk

I used a GDL-39 before I got my GTX345. Even with GTX and G500, I still upgraded my GDL-39 to the 39D just for the rare event I have a total electrical failure. I have battery backup for instruments but no navigation which is where the GDL-39D comes in. Sure, chances are rare, but I had such an event shorty after getting my IR leaving me with only a portable radio and it left me with a lasting impression. I originally planned on the remote GTX too, but heard way to many Bluetooth connection issues when installed in the rear, so I decided to keep mine up front. Sent from my iPhone using Tapatalk

Awesome! I didn't get a 100% the first time for my IR, it was a 96 or 98 - long ago. But I did get a 100% the second time when I took for my CFII.

Keep in mind the King Schools videos and the like are concentrated directly on questions on the exam. If after a practice exam you find your understanding of a specific area is lacking what you do next may be depend heavily on what kind of learner you are or what works most effectively for you. In addition to reviewing the video on that topic again, many of us would be better served by reading about the topic in detail as covered by the excellent free FAA bibles for the IR. These are the Instrument Procedures Handbook (IPH) and the Instrument Flying Handbook (IFH). These and all FAA handbooks are available for free download at https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/ So I would encourage you to review any area you might need further understanding in the appropriate section of the either of these two handbooks. They should fill the any gaps. However, I am of the opinion every instrument pilot should have a hardcopy of these two vital handbooks. When I learned to fly and get my instrument rating the FAA didn't have anything like these and you had to find an independent author to get this stuff. But now days the FAA has commissioned these very excellent handbooks that cover everything you need.