cbarry

To the OP: You’re already on track to get your first major upgrade—an instrument rating—congratulations! As far as your panel goes, it’s very similar to the M20F that I earned my IR in. It’s basic but functional. IMO, nailing the IFR basics (airspeeds, power settings, headings, altitudes...) are fundamental to being a proficient IFR pilot. All of the IFR basics can be usually be learned in VMC for all practical purposes. What I would try not to do is have a huge break in your IFR training due to a major panel upgrade. Safety is paramount so, the first panel upgrade I’d consider is a backup AI in the form up a G5 HSI. IMO, this for a reasonable price, will enhance your panel from a standard DG to an HSI and provide a backup AI in the event your vacuum or mechanical AI go TU. Next, I would consider upgrading to waas. This reduces the “dive and drive” gps approaches and transforms the approach into a more stable and less workload environment (of course where available). Whether you go with the Garmin units or the Avidyne IFD440/540 route, most likely you’ll need new coax and antenna/s. I’ve flown behind both and they both have their advantages and disadvantages. I do believe the G5s will still interface with the IFDs and of course the Garmin units. Third, I’d consider a modern autopilot such as the GFC500. Single pilot IFR in IMC can become slightly busy and a reliable backup pilot (autopilot) sure can help in that environment. If I’m not mistaken, you could go with either Garmin gps/nav/coms or Avidyne IFDs and install the GFC500 as long as you have the G5s. Lastly, but not least important, would be an engine monitor. If your panel advances from here to more of an all glass panel (G3X v Dynon...) you’ll be somewhat brand restricted for interface purposes—at least currently. These pointers are just from normal non-bold safety conscience instrument rated pilot who’s not an instructor nor avionics specialist.

In my opinion: The Positive Wealth Effect basically summarizes the “why.” As people experience a rise in asset values, their confidence to either hold items (planes, boats, vacation homes, stocks, land...) or purchase said items also rises—thus causing a rise in Demand and decrease in Supply. This will often lead to FOMO (fear of missing out) and we repeat, not the flaw in economics, but the flaw in human behavior—the boom and bust cycle....Maybe aircraft availability, specifically, has been exacerbated to some extent by the desire to continue to travel but travel privately—such as been experienced in RV sales.

Could it be that mains were pushed or power tug pushed backward forcefully onto wheel chocks (or some other obstruction) causing an over stressing event to the mains’ structure? Also, I could possibly see how a hard landing or really bad runway surface (pothole) may have been the cause as well.

Continuing with the logic of the brakes being applied at the turn limits: is it possible that somehow there’s an obstruction in the floorboard rudder pedal slots that is working against the backside of the brake actuator linkage?

Very informative! Keep up the great work!

Obviously, each scenario has unique challenges, but based on what appears to be a reusable airframe with this off field landing, I’d say this pilot made the right decision to keep the gear stored.

Even though the products they have are great, If Aspen would come out with a single 10+ inch display that used their canister approach that would slide into a standard 6 pack panel, then that would be very appealing! Until then, I may go with the Aspen Pro Max 1000 or possibly with two G5s (with the two G5s, I could add the GFC 500 and I believe I’d have all I ever need).

An Aspen 2500 set up would be very nice along side your retained equipment (IFD550, JPI...) I wonder if anyone has installed the Bendix King AeroVue touch? I understand it interfaces with the IFDs and will be integrating engine monitoring at some in the future. I agree with you that the IFD product is a great all around product for most GA panels. I have the IFD540 over IFD440 and am having the same debate as you on updating my primary flight instruments...

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That’s a really nice set up! The GI275 seems to provide all of the information a pilot needs and does it a concise non distracting way.

Nick, It was ironic my Eagle2 was in the background in that particular video because I was about to depart KGDJ on an Angel Flight to KSGR as well. Josh Flowers does an excellent job on his aviation videos and truly did an awesome job spot lighting using our aircraft to serve others. Thanks for pointing out N132MA. I know she was doing her best to represent the breed well!

What an inspirational aviator and to top it off, he’s flying a Mooney!

Maybe you could sell an interest in your C back to the partner you’ll have in the Bravo. That way both of you will have access to a plane during the downtime on the Bravo and you can use the equity to pay toward the Bravo work....

Reading/viewing the posts on this topic leaves me wondering if panel upgrades are becoming a new aviation therapy session for some! I know my panel envy is starting to flare up!

I’d vote for Mark Johnson or his Dad Jerry for your transitional training. These gentlemen are the best!

For most of the flights I’ve flown, such as these, it seems much easier for the person to get in and out of the right rear seat, thus, the pilot has access to disembark ahead of the passenger to assist...otherwise I agree there’s not a lot room to squeeze around someone that on the wing walk ahead of you to assist...

The first thing to try is to fully lower the flaps. This should help prevent damage by not appearing as a place to step. A sturdy step stool might help, but it would be very easy for someone to miss their step by confusing whether they should step on the stool or step on the plane’s step. IMO, a better way would be to just assist the person by providing a steady hand to hold onto as they egress.

This is just a thought, but is it possible that an adjustment has been in a joint somewhere upstream in the rod linkage that unnecessarily reduced the overall length?

I often remember the saying, “If you travel far enough, things will change.” This was told to me years ago to remind me to have a plan but always have an exit plan as well. This was back when we printed out our flight plans and weather forecasts and a moving map was one that was free to move about the cockpit in turbulence!) Maybe the “Vacation Experiences” subtopic could be broadened to just be titled “Travel by Mooney.” This topic, then, might be a great place to share experiences of “flying in the system” (IFR) which inevitably would include sharing experiences while in IMC. Even though there’s a plethora of great information on this site, there does seem to be a slight gap of information about everyday real world travel by Mooney. In other words, what it’s like to travel across this great country for business and/or pleasure and visit various airports, FBOs, the people we get to meet, the local attractions others might want to experience...and the occasional video of the flight. Sharing experiences through a great story is a neat way for all of us to continue to learn.

I believe a long body has had a tail separation due to a tail trim pitch assembly failure on an M20TN, but that’s the only one I’ve ever heard of. I believe it was determined that there was a mishap in assembly versus design failure. This resulted in an AD for certain serial numbers...to inspect for proper assembly.

Very thorough video. Thanks for sharing!

As this has been said already in several ways, if I were to experience walking up on someone working on my aircraft I would simply start a discussion of “how are you guys doing today?” Followed by “can ask what are you working on?” Followed by “I hope I haven’t forgotten, but who authorized this work?” Followed by “Oh, I thought that work had already been done...”. Followed by “Guys let’s stop what your doing for a moment and all get on the same page.” Followed by either “I’m asking to leave now OR carry on.” Many people shy away from confrontation, but fail to realize a gentle confrontation doesn’t necessarily have to be heated—it just needs to be clear and direct.

Roger that! Nail them to the wall! Great pick on your TBM. That is one nice craft!

I wonder what responsibility we have as owners/pilots to follow the POH where it states power tows are not recommended. Should we simply instruct the FBO upon egressing the airplane that power towing is not permitted by the POH, so we’re totaling willing to park wherever...just not where the plane needs to be moved later? It seems like most of us are unwilling to be emphatic, want to the nice and just gingerly point out the turning/towing limits to the lineman. I believe if we took the stance that power tows are not recommended and clearly announced this to the FBO, then we would a solid stance if they overruled us and towed it anyway and damage resulted.

There’s several ways lifting the nose could have been done (pushing down on the tail, engine hoist, jacking the mains with a tail weight, placing the stool under the nose tire and then lowering mains and removing the tail weight. However, I’m still trying to determine what benefits there are to be had for maintenance to have the nose on a stool (maybe the thought is to help the oil,drain better?)?