Cris

Well said! And judgement is the single most important thing that I look for when working with any pilot including myself!! I train with those that have more skill than me but look at them for not just their skills but for the judgement that they bring to a given situation. Sceanario based training is something that we often ignore or is not used but really helps especially with a student who is exhibiting some of the learning issues described in this thread. There is a common thread with successful people who transfer their professional success to flying an A/C. After the basics are learned they will often "assume" that since they are not questioned or should not be challenged in their professional life ie Doctor, Lawyer or Indian Chief subconsciously they "know best" and their judgement is often flawed as a result.Sceanario based training may offer an alternative approach to teaching judgement. In the end teaching judgement may be as simple as either you have it or you don't but I do know if you have had the pants scared off of you like John Green and lived to tell the tale you wil be a more cautions pilot. The trick is of course living to tell the tale.

Or maybe replace that Ipad one with an Ipad 3? Would that work?

Typically the brake fluid over time gets gummy and it affects the holding power of the brakes particulalry the pilot side as it is most used. Bleed the brakes and it should be fine. There is a thread or threads on the site that discuss the how to.

+1 WnB Pro is what I use. If you elect to purchase PM me and I will share with you the setup for an Ovation. The app is a little confusing with zero fuel and max zero fuel. Just don't use the max zero fuel as our airplanes are not affected.

Damage history causes doubt in some buyer's minds so the price must reflect that doubt. Some buyer's will not buy a damage history A/C period which simply means that you have a smaller market in which to sell. Think of yourself as a perfect example. You have concerns which can probably be eliminated with a price that makes you comfortable. With that said damge that long ago is probably a non issue but you will want a good inspection in addition to a good value to make you comfortable.

Mike -Years back when I based at Caldwell and Lincoln Park NJ we would get 2' snowfalls from time to time. The Mooney never tipped since there was always more snow on the wings than on the tail. I'd just go brush it off after it stopped. So don't be to concerned but do get it off when you can..

Called PS Engineering about how to "preflight" this feature. Since my audio panel is the PS 7000M-S it has the optional internal recorder system which allows for the repeat of the last messages received. If one has that option then the audio messaging system can be added as an additional option. Both are on a chip within the audio panel but works similarly to the external D.R.A.W.S system Alan described. My audio panal may either be defective or the audio messaging is not hooked up as the tech said it should not do what I described. There is no preflight. One only gets a message if there is an issue and then one uses the "Ack" momentary switch mounted on the yoke to silence the female voice. Since I've never had an out of tolerance issue the Audio Messaging System never activated. This may require sending the audio panel back to PS engineering to check it out. Thanks to all for your help.

Bingo! That is what I have. Went to the PS Engineering site and it even had samples of the female voice with the exact same check phrases. Now I need to find out how it works and/or trouble shoot it. Anyone have a user manual. Thanks much

Cruiser/Marauder That EI unit describes what I am hearing but there is no panel mount switch. I will have to get behind the instrument panel to see If there is some kind of remote box. This A/C has the factory "Master Warn Alarm" and Moritz guage pkg. The Master alarm blinks anytime anything like low fuel or low battery voltage occurs. You then have to press it in order to have it stop blinking. It will stay off for two minutes and if corrective action has been taken like increasing engine speed for greater alternator output, the Master Alarm stays off. Otherwise it comes back on. You have to do a scan to figure out what it is telling you which I always thought was a bit dumb although I really like the fact that it gets ones attention quickly. Maybe this Master Alarm has an option to add voice or maybe it just decided to start working. It acts just like the EI mentioned but without the EI panel switch.

As I am sitting on the ramp listneing to my clearance I hear the following in a female voice louder than the clearance. "Check Battery, Check Temperature, Check Boost Pump, Check Engine Speed" which repeated as if on a loop. It was not coming thru clearance delivery. Now this is in a 99 Eagle in which I have about 150 hours and this is the first time I have ever heard this verbal check list. I have a PS Engineering 7000 M-S audio panal which has an IRS Internal Recorder System. I tried that button which gave me the last message as it should but the Check list kept going. I could find no way to shut it off even as I read back my clearance to ATC the Female voice droned on and on. I finally had to shut down the master radio switch. When the radios came back on line the voice was gone. This A/C has a Shadin Miniflo L fuel computer, Insight G2 engine monitor, KLN 94 GPS and dual KX 155A's. Horizon tach, KT 76 C transponder, GMX 200 MFD, KN 62 DME and M800 Davtron Digital Clock. There are no extraneous switches or buttons that I don't know how to use on the panal. Anybody have an idea of what this is or how to access it? Fortunately it happened on the ramp as I would have been really freaked out in the air since it was louder than ATC but ATC was not muted. Thanks

Tim- I suspect you are using an off the shelf adapter plate. Insight sells exactly what you want. http://www.insightavionics.com/accessories.htm The size of the 602 and G2 are the same. Call Insight for details and pricing.

Well that makes a bit more sense but in the end without FMS (which would give you the route as well as altitudes and speeds) one can not fly the approach from what I read. There is only one way to fly this "Open Star" and there can be no confusion such as discussed. Learned something new--again Thanks.

Go to settings on the ipad and use airplane mode which shuts down wi- fi cell and GPS. See if Foreflight gets its signal from the external GPS.

So in following Dick's link I find the following.<br /><br />There is one more issue for RNAV STARs that doesn't apply to a STAR like the MAIRE 1 example above. Aircraft not equipped to fly RNAV STARs should not be cleared for RNAV STARs. How does ATC know they can't do it? The pilot should be smart enough to know whether he can or can't fly one. If he can, and he wants to, he should file it as part of his flight plan. This is ATC's cue to issue a clearance to fly a STAR for a specific runway in time to allow the pilot to select the right route. If he can't fly one of these STARs, he shouldn't file an RNAV STAR in his flight plan, nor should he accept a clearance from ATC to fly one. Another cue to an aircraft's ability is the equipment suffix in the flight plan. If it reads "/S", he isn't able to accomplish one, unless he made a mistake while filing his flight plan. So, ATC, if you don't see it on a pilot's flight plan, don't issue a clearance for an RNAV STAR. And for pilots, don't file them in the flight plan if you don't want to, or can't, fly them. Simple, right?<br />So it would appear that without FMS one is not approved to fly this type of approach as you must rely on the FMS database and the atis for the runway in use making any other waypoints null and void period.

Ok Maybe I am not reading the plate correctly. It appears to me that Ebgur could be the start of the left downwind leg for 24L whereas Avill would be the end of the downwind leg for 24 R.. I would think that Ebgur would be the preferred route especially with simutaneous landings on 24 R and 24 L as Ebgur prevents crossing over the final approach path of 24 R. In any event I am unsure so I would have "asked" and flown what they gave me. Years ago I landed at Le Bourget france after a particulalry harrowing flight in a Mooney crossing the Atlantic. I was read a star but did not realize it as I could not understand the accent and threatend to declare an ememrgency unless someone could make it clear to me what was wanted. After a lot of back and forth I finally understood LeBoruget one arrival and proceeded to a smooth landing but I really learned my lesson in flying outside of the USA There are differances and it pays to be extra careful.

Brett I'll take a stab at this and referance the legend whereby it states that "if clearance includes a DTW the following procedures apply: if approach procedure is not received prior to DTW fly depicted heading ....arrow" which means to fly Habbs, Comau, Ebgur 101 degrees on the heading and then expect radar vectors to the initial approach fix Sloka depicted on the rnav ILS 24L chart which you are expected to have as part of the Star. Other directions are shown also but in the end this is a lesson in double checking like you did. It is not intuitive. In my case I'd have refused the Star and requested radar vectors if I had any doubt at all or better yet shown "No Stars" on my flight plan if I had briefed it prior to filing. Might not be as professional but safer than a best guess like I'm doing now. Good job!

Mooneyspace is great! Thanks Jose' for the suggestion. Flew from Atlantic City to Gulfport Ms for Christmas and all three of my fuel flow indicators malfunctioned starting with the Shadin MINIFLOW L which registered zero. Thus no fuel computer. The GPS kept giving me an RS232 data error. The Insight G2 showed incorrect readings while the Moritz digital factory guage seemed to read correctly but low and then halfway thru the flight went to zero. Followed Jose's advice and everything is back to the way it should be. Merry Christmas to all.

The cost to tether on a family plan with AT&T is $50/mo. which I find quite unreasonable. Therefore from a purely economic standpoint the WiFi with 3g/4g cellular not only gives one the GPS chip but is much less costly. The differance in purchase price on a mini is $130. The running cost on a modest data plan in my area is $15-20/mo. with no contract depending on the carrier. In my case with the Ipad 2 and WingX I have always had GPS signal. Then agin I have never had a shutdown in heat so I may just be fortunate. One point to consider is battery life. One should shut down unused apps in flight particulalry cellular to conserve the battery.

As Anthony points out the T/O distance is but one data point but it is a very important one. The POH on the Ovation 3 which uses the Midwest STC only shows T/O distance over a 50' object. In my case I was coming from several mid body Mooney's and wanted similar T/O performance to what I had. Anthony's CloudAhoy T/0 is about half of the Ovation's which is substantial if your are operating out of a high density or relatively short field. One other point is the higher operating rip at altitude. Often at 9-11 K I will operate at 2550 LOP and achieve 190 kts with reasonable fuel burn. This STC provides a great deal of performance options not available otherwise. With that said it provides more value when installed on an Eagle than on an Ovation but if I were close to TBO on an Ovation engine and prop I'd spend the 5-6 K to get this option just for the safety and performance enhancements. You will get all or more of that back on resale according to Vref.

If it should happen again try the gear override button switch. That should allow the gear to retract. If it does not I'd suspect the overide switch. I once had an IFR certification done and the air pressure or over pressure on the pitot supposedly caused the switch to fail making it impossible to raise the gear. I really doubt temp changes would cause the micro switch to fail unless it really is defective.

Here is the AFM from Mooney on the installation and use of three seat belts in the rear. There are restictions but it is for the M20 R & M. You might e-mail Stacy at MAC to see if this could be used on an E. At least it shows what you need to do. http://www.mooney.com/images/pdfs/afmPDFs/afms%20bench%20seat.pdf

For me it is a vast improvement over my Gem 610. Do a search on the G3 als and you will find many comments. The unit includes cht/egt and tit as replacements for the factory guage which is often optional with other mfg's as well as OAT probe at no cost. The LOP or even ROP is so much easier and is tauted as the easiest in the industry. ( Insights words not mine but it works for me) Fuel flow makes the GAMI spread and nozzle flow analysis obvious. If you have a fuel flow computer as I do it can be integrated with some effort eliminating the fuel flow option required with the G3 and other mfg's. It also has a probe analysis page that instantly shows the condition of the probes so that they can be replaced before they completely fail. I had one loose probe connection when installed and it picked up the issue as soon as power was applied. That saved countless hours of trouble shooting. I do think that for those without a fuel computer tied into their GPS the G3 might be considered but for me this has all that I need or want. So yes I'm satisfied.

Having just installed an Insight G2 I was interested in seeing the downloaded data from recent flights. www.savvyaviator.com provides a free software program on their site that allows one to upload your engine monitor files in their native format for manipulation within their program. You can even share the results with your a & p or others. It includes a GAMI spread as well as a number of other features and will maintain your engine data indefinitely. It works with all the popular mfg's and most models of monitors. Best of all it is free and powerfull.

Unless the controller included " hold as published" and "expect further" .... I would have continued on the assigned flight plan until you were able to get clarification. What you got was not a valid clearance and requires the PIC to get clarification. Until you repeat the controller instructions you have not accepted the clearance similar to any other ATC instruction to modify a routing. The cardinal rule is to never ever accept a hold clearance without an EFC since ATC would have no way of knowing when the pilot might decide to leave the hold and the PIC would have no way of knowing how much fuel might be required to remain in the hold.