kortopates

sorry to hear WSI is no longer but the writing was on the wall when Garmin stopped supporting their interface. That’s when i switched which was also when i would have to by a new receiver because they changed satellite providers. But their big plus was they always covered more than US and Canada and i always appreciated getting Mexican METARS and TAF’s even though their isn’t NEXRAD in Mexico - just satellite images for clouds. Now there is no competitive pressure for XM to add them. Sent from my iPhone using Tapatalk

I fully agree with you, but it is a lot easier for us piston pilots with our much slower approach speeds.

i don’t believe so. if there was, you could quickly find it on Mooney.com Sent from my iPhone using Tapatalk

Yes, I do. The main adavntages now are for instrument pilots that typically fly well in excess of 250 nm because FIS-B broadcast only the weather at about that range with the exception of a lower resolution NEXRAD continental mosaic. But the higher resolution NEXRAD and METARs, (TAF's I forget, but since they only change every 6 hrs its not so important) are limited to approx 250 nm range. I use to also appreciate that sateliite weather gave us everything we wanted to know about our departure path before we took off since often it can be an hour since we had a good look at the weather and waiting to pickup weather till airborne could be concerning, but now at least in my area I can get FIS-B products on the ground before departure - I just can't zoom into the high resolution Nexrad nor see METARs more than 250 nm away without XM. There have been a lot of improvements in both FIS-B and SiriusXM, both new products and near doubled Nexrad refresh rates but Sirius is still faster/shorter latency than FIS-B and Sirius has cloud top heights, echo heights and also includes cloud to cloud strikes whereas FIS-B only supports cloud to ground strikes. Scott D was giving a great seminar that detailed all these differences. But in sum, when the destination isn’t that far away, then the differences aren't that apparent. But XM Music isn't something I can live without anymore on longer cross countries!

You’re right it’s a matter of degree, but it’s worked even with some glazing detected by borescope. But as you point out it sure can get to point where it’s too late. Sent from my iPhone using Tapatalk

Bummer when in flight weather has been probably right up there with GPS to improve safety. What about commercial providers like WSI and SiriusXM? We had those before FIS here and i was an early adopter. Sent from my iPhone using Tapatalk

Rich is right, Mike is responding to the many clients we see that did baby the engine and the rings have not yet fully seated after a number of hours. Mike then suggest to run as close to 100% power as they can for a hour. It has saved a number of clients from having to pull new cylinders, but it doesn’t always work. Sent from my iPhone using Tapatalk

If your asking this question, airplane ownership is likely not for you. Renting should always be more cost effective than paying a premium to have a plane at our disposal to use 24/7 whenever we want and wherever we want. it’s cost significantly more for that freedom and not to have to share it with anyone else. Also as mentioned, many of your cost are unrealistically low. But in just my opinion 80hrs a year makes owning quite expensive. I have a friend that has his 252 in a lease back to a club for $292/hr - just to add a data point. Sent from my iPhone using Tapatalk

the tach/RPM issue is totally dependent on the tach model - even the R1 and MVP50 both from EI are different. most are solved with different or no isolators but a Horizon for example needs an additional help that Surefly sells. the new 24 volt 4 cyl units are shipping but not the 6 cyl units still expected next month. Sent from my iPhone using Tapatalk

to make matters worse, the TSIO-360’s are something of a boutique engine, being very small in numbers. they always take longer than something like a io-500 Sent from my iPhone using Tapatalk

Wow, we can do both of those exceptions in the US incuding lateral guidance on the final approach course for VOR and NDB approaches provided we monitor the raw signal which is limiting but everyone at least needs VOR anyway. Not allowing for DME substutution just makes no sense.

Looks like the whole flight thus far is flown ar very low altitude. Not a lot of time if something goes bad. Brave young woman!

I assume in Europe its still the case that GPS is NOT a legal substitution for DME? Have you heard anythung on when that might change? As Mark said, its has little relevance flying in the US, but I have missed it flying south where GPS outages from jamming are real.

I have the G500 system and have flown right seat in many G3X touch systems and frankly the G3X is too limited in its integration capabilities to support my panel. it’s a far simpler system, but when it’s meets your needs it does it quite well and does have some nice features with the built-in bluetooth and GFC-500 support but when it comes down to it i wouldn’t want to fly any glass panel without a backup, so that would mean at least a G5 if not more anyway. Sent from my iPhone using Tapatalk

i hear you Mike, but it’s really not just up to Garmin or any manufacturer anymore but the component manufacturers of the chips, screens etc eventually stop producing them in favor of more capable components making it impossible to maintain them after some date likely less than 20 years since their design. Sent from my iPhone using Tapatalk

i just don’t like them in the airplane because they are so heavy for the little they do. But we all have our own priorities! But watch out for further impeding your view of the gear down indication on the floor. Sent from my iPhone using Tapatalk

Alternate air doors on the modern Mooney's has nothing in common with Ram air on the Vintage and early J Mooneys. Alternate air doors pull air from inside the engine cowling, not directly from outside like Ram air. Their only thing in common is the air bypasses the induction inlets and air filter. The alterate air door is spring loaded to open fully once the suction force overcomes the magnet - can't imagine it opening only slightly.

You do need the yoke button to use it - like a second PTT. I have it on both yokes, since we're two pilots. Sent from my iPhone using Tapatalk

Expecting 38" may be the issue. Because Lycoming density controller is temperature dependent, the POH redline allows for up to 38". But normal max MAP is actually only 35-36.5" as specified in the service manual. If your going above that's it's likely set too high and not good! Sent from my iPhone using Tapatalk

The JPI website explains how to do this. It requires changing the protocol used by the GNS on that port going out as well as changing a setting in the JPI.

I assume just the vintage ones; especially before the reinforcement SB? Don't see this on the modern Mooney's.

Agreed, once you know how to hold the side rail of the box touch screen is not difficult in turbulence. And with the voice commands on the 750, you don't need to take your hand off the yoke to do most things! Sent from my iPhone using Tapatalk

You really don't want anyone welding with the engine mount still on the airframe. Plus personally I wouldn't settle for anything less than replacing the cracked tube section; although typically other options are possible. It's not a big deal to lift the engine, pull the engine mount, repair and refinish to like new. Then rehang with new engine mounts and hardware if desired. What caused the crack? YesThey don't usually crack on their own. Sent from my iPhone using Tapatalk

I thought you were!

I see I didn't word that right. Your right that if you do a PAR/ASR you could also go beyond vectors to do some navigating. But logging intercepting and tracking is redundant with logging any approach other than a radar approach or a visual approach. Sent from my iPhone using Tapatalk