wishboneash

Found MS after I bought my Mooney. I might have better informed if I had joined earlier, but no major mistakes or regrets on the plane I chose. I might have had a better choice and one closer to home, if I had joined prior to buying mine.

Windmills. We have the same lights at the Altamont Pass near Livermore, CA.

If I am not mistaken, the only thing FS210 won't do is stream (hardwired) to the Garmin 696 or lower end portable GPSs. The 39 or 39D will do that.

Yes. I have picked up some bad habits along the way. So far it hasn't caused me trouble, but certainly not optimal.

I realise my mistake now and answered my own question. If I "activated" the approach at some point on the flight it takes me to SAPID. I can now leave KHAF in my flight plan. I usually activate the leg which is not the same thing as activating the approach. I learn something here every day! Thanks.

OK. Maybe I have been doing this all wrong and there is a better way to load an approach! So, let's say I want to fly from KLVK to KHAF and for simplicity sake I file direct. I enter KLVK and KHAF into the flight plan. Then "Load" the RNAV 30 Z approach" with SAPID as my transition. So, now I get KLVK - KHAF - SAPID (iaf) - JUMDA - WOHLI - RW30 (map) - 466ft - LAYKI - SEEMS (mahp). So now if take off from KLVK and I am flying along, the guidance will take me direct to the KHAF then back to SAPID would it not? If I activate the SAPID leg on my way from KLVK to KHAF, it will put the the magenta line from KHAF to SAPID and not KLVK to SAPID. How do I go to SAPID without deleting KHAF? I agree, the unfortunate thing with this method is that KHAF is not in the flight plan any more and if I have to fly another approach, I have to re-do the flight plan by deleting the approach and then entering destination again and then loading another approach. If I can keep KHAF in the flight plan without actually using it, that would be perfect. I remember the same issue with the 430. So, what do others do?

OK. Good point. I will try this out some time and see how this works. Thanks.

<<3. If you load an approach, do not expect to see it show up before the airport. The flight plan and the map will both show you flying to your destination airport, then out to the starting point of the approach (or transition), then back to the airport, then out to the missed approach. Do not worry. Once you activate the approach everything prior to that will be ignored.>> I usually go back and delete the airport (destination) after loading the approach so it is not in the flight plan twice. Thanks for the informative posting.

I had mine installed last year. Since then I have had the audio connected to the GMA340. The latter part I thought was the most involved and had it done at Executive Autopilots in Sacramento. I pull the 1A breaker when I am on the ground to avoid the warbling sound, although a switch that senses the plane is airborne would be a nice option. Some pictures below... (the wiring to the display is now hidden and not as ugly!) http://mooneyspace.com/index.php?app=core&module=search&do=user_activity&search_app=gallery&mid=8720&userMode=all&sid=f3663d59dbdea0a9fd288b13ad81bcf3

I hope to make the short flight from Livermore.

You should now see a clean report from the FAA avionics check. I had the same issue - everything checked out fine except for the flight ID on my first report.

Here's more information on how to set the Flight ID on the 650/750 http://www.braggavionics.com/Software_Upgrade_Documentation_files/Garmin%20GTN%20Pilot%27s%20Guide%20Supplement%20for%203.00%20190-01007-05%20Rev%20A.pdf

Yes through the 650 or 750

I believe you can program the identification yourself. You don't need to go into the maintenance menus.

I was denied entry into Class B, but I probably did break some speed limits in the vicinity of Class C/D based on the video! LOL. It is in fact possible to fly from Livermore to Half Moon Bay without talking to any ATC (except for the tower at LVK) and I have had to do it a few times especially on the return from HAF due to congestion on 135.65 which is the main approach frequency for SFO for 28R/28L.

http://youtu.be/g0vp2kw4Cs4 Sorry for the jerkiness, it was shot in time lapse mode so sped up about 12x to 15x normal speed.

It's too bad that ham radio operators and airplane owners have their addresses published on the internet free and clear unless one registers (for aircraft anyway) under some other entity. They should do that for autos and see the hue and cry from the general public!

Thanks. I have to had to sometimes make sure I am in the vicinity of the airport before making any turns on a missed approach. Knowing where you are is key.

By the way, where did you go missed? One would have to be careful about making turns (assuming you were lined up with final approach course) until reaching the designated distance/MDA otherwise you are not guaranteed terrain clearance.

I tried something similar with different cameras (at least 4, including the GoPro). I lost the wifi or other wireless connection most times during "high-power" operations like take offs etc. Then I could never regain the wireless connection. It works great if you just want to turn it on and leave it on, then edit the video later on.

Lots of possible answers depending on where you take off from (controlled/uncontrolled airport), airspace you take off from etc. But simply, after take off, you will switch over to the approach/departure frequency and report your position. You may or may not be in radar coverage. Assuming you are in radar coverage, they may ask you to ident (or may not) on your transponder once they see you on their scope. You will then follow the flight plan or receive amended instructions, vectors etc. If you "miss" the fix, you may get a query from the controller about your position/intentions and may get a vector to the next fix. It depends on the workload and airspace. Try to avoid getting lost in IMC in the first place and admit to your situation! I am sure others can chime in and provide more answers, but you will need to get good instruction if you are planning on taking on this rating. It will definitely make you better pilot.

I believe these type of units have MEMS or solid state gyros. The GDL-39 I am guessing is using GPS info to do the calculations.

Is the Flightstream 210 any better since they specify a mounting direction? Would love to hear a PIREP on this. I have the GDL-39 (non 3D version) and would like to know if the FS 210 is a better choice. The only reason I keep the GDL-39 is to interface traffic/Wx to the Garmin 696.

Mooneys demand a good control of airspeed on landing. Know your final approach speeds and practice slowing down. If you can do that, they are easy to fly and land. I transitioned from an Archer and had no problems. Avoid touch and goes if possible and go easy on the brakes. If you nail your speeds, you will have no problem landing on strips as short as 1500 - 2000 ft long. On the electric gear planes like the J one can slow down quickly by dropping gear at or below ~130 knots a few miles away from the airport (traffic and ATC permitting). Good luck!

Thanks. I wonder where they came up with P and M (plus & minus, perhaps?).