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But my brain says, if I switch it, Mon should turn off. If I want to monitor the old frequency after the flip, my brain says I should press Mon. Oh well.

Question about functionality of Garmin GTN 650 when using the Monitor function. Here is the scenario Approaching airport. I have ATC on the radio and CTAF in the standby frequency. I press the "Mon" button so I can listen to CTAF when ATC is quiet. This works well. I then press the frequency to flip/flop the frequencies. I am now listing to CTAF and ATC is in the standby window. I would expect the "Mon" function to turn off when I flip/flopped the frequencies, but it does not. I have to press the "Mon" function to turn it off. Is this right?

I am coming around to this. Also, 2 pieces easier to move, stow, etc.

What do we think of this for 1/3 the price? https://mooneymover.com/product/powered-tow-bar/ Only thing I see I don't like is you have to take it apart to fold it.

Adjustments can be made on the ground based on flight plan. Also, the change is minute. You could set it to 1.5 and leave it.

Thanks. Saw those. Price point is the same or close. Wanted some feed back on this one, if anyone has tried it.

Has anyone tried one of these in their Mooney? I don't fly that high but as I get older I find my pulse ox is lower at 8K now adays. This solution would solve most of my needs without the hassle of install or keep a bottle topped off. Again, not looking to fly above 12.5K, just something to keep my oxygen levels above 90% when I spend 2 or 3 hours above 8K. portable Aithre turbo oxygen maker

I have the Max, still hides the Rate of Turn behind the compass heading.

Interesting. The VSI is one of the Aspen indicators I do follow in my scan. It is one of the things that makes intuitive sense to me on Aspen. Funny how different pilots who learned on round, steam gauges adapt differently.

Long delay update again. Sold the K in fall of 2019. Was going to hold off on buying a new one until summer of 2020, or later, then this thing called COVID happened. 3 months in to lock down, my wife we need our own airplane so we can travel during lock down. Well, when your wife say buy an airplane, you do one thing, right away. Took a few months but I found an Ovation I like, Serial number 0002, the first production model. Nice upgrades and fantastic, over the top new paint job. Paint job was documented on Mooneyspace, Prebuy found few things. Seller was in a hurry since he already bought a new plane so we worked it out. Timing was perfect. Airplane prices had been dropping and interest rates were dropping at the same time. Closed the deal June 2020. Coming up on 4 years, love the Ovation, love the newer everything. Annuals have been good. In hindsight, could I have gone a different route? I am wondering if I would have been better off doing the overhaul, and a full glass upgrade in the K. The cost of that would be about the difference between price of the runout K and the R I have. I know I would be upside down on the K but I would have had the plane I built for me. Anyway, love the Ovation. Comfortable, fast, quiet.

Ha! I was doing touch and goes the other day, really trying to nail my speed and decent rate, and I noticed I was turning too steep. Not good when you are low and slow in an Ovation. Then I realized, the Rate of Turn indicator was not part of my natural scan. It is kind of like my original, round altimeter and air speed indicator, I have a bad habit of looking at them instead of the tapes on the Aspen. Almost feel like I need to put stickies over them. If I still had the original turn and bank, I am sure my eyes would go there!

Does anyone else find it hard to see and follow the rate of turn indicator in the Aspen? From the manual "The Rate of Turn Indicator features tick marks for full and half-standard rate turns (a standard rate turn = 3° per second)" Sure, there is a small, skinny tick mark and a bold, thicker tick mark at the top of the compass but they are hidden by the large heading number. By the time I see it coming out the side, I am typically way past the standard rate tick. Forget about being able to see 1/2 tick. Just me?

Quick pirep. 2 years in on my Ovation with an Electroair EIS. Much easier starts, even when hot. Smoother running.

Does it work?

FAA rules. LHS is limited to 5 foot callout per the NORSEE approval for certified aircraft. What an owner does? well...

I get AIS is for boats but leaving that aside, They do not automatically activate if submerged in water. They can be installed in a lifejacket to automatically activate when the jacket inflates. Comparing feature to feature for aviation here is what I was thinking. Better form factor to carry NFC is a nice feature RLS is a nice feature What do we think?

You should not go in to settings, go the system page and deselect certified. If you do this it will count all the way down to 1 foot, but this is for experimental aircraft only.

Finally fixed during annual. They rerouted the landing gear warning switch wires away from the ignition leads in the engine compartment. Simple solution.

Is it worth it? I understand the Xi is faster and the new warranty is attractive, but functionally, is it any better?

So ACR just came out with the ResQLink AIS PLB AIS PLB. They have added satellite notification and GPS position transmition. They are aiming it at boats but I wonder if it would be good for aircraft. I have a ResQLink+ with 406Mhz. The new one looks easier to carry, better formfactor. Adding GPS and Satellite is a big upgrade. Might get it instead of replacing battery on old one when it expires.

Night Landings. Did my first couple of night landings with the LHS. What a difference! Or should I say, no difference. I have not flown at night for over 5 years, and never at my new home base (KCGS). I thought it was time, so I went out last night. All my landings last night were just like day landings. No worries about flaring too high, just normal approach. Call outs started, waited for 10, started flare at 5. Smooth landing each time. Negates all the night time optical illusions.

@Microkit, to be clear, if you hook up GPS, the 3,000, 2,000, 1,000 is AGL? Not sure how useful it would be landing in Denver it is MSL. Great product! Thanks.

Same problem. Please let me know what the solution is when you get it fixed.

For me, sitting that low, peering over the dash, with bifocals, I never could get the right sight. I was always flaring a little high then over flaring and dropping the last few feet. Not great in any plane but especially in a Mooney. With the LHS, I nail my speed and decent and focus on keeping them right all the way down to 20 feet. I then start the level off part of the flare when it calls out 10 feet. I then finish the round out when it drops below 5 feet. Huge improvement. Most landings are very smooth. Also, on windy days, I can focus on wind correction and get one wheel down first. For perspective, this is my 3rd Mooney and I have over 600 hours in Mooneys. C Model was wicked easy to land. K wasn't bad. Current long body (R) has been a challenge for me, till LHS

So we found the problem. Don't know if M20R was the first model but there is an amp installed on the cabin side of the firewall, just to the right of the pilot's right foot. This amp manages all alerts from the gear system and routes it in to the intercom. Just by dumb luck when they installed the coil pack for the new EIS they installed on the left side of the firewall on the engine side and this happened to be almost exactly lined up with the amp on the inside. While this made for a very clean install in the engine compartment, they had no way of knowing how close they were to this amp inside the cabin. We thought about moving the amp but after much discussion decided that was not a good idea. Moving the coil pack was the right answer. So, now we know that newer Mooney's have an Amp under the panel that drives these alerts to the intercom.