Marauder

As Andy pointed out, you’ll never get the directional guidance on what to do. But depending on which aural warning system you have, it will give you a pretty good idea where the traffic is relative to your position. I have the Lynx ATAS system which does a really good job of calling out REAL traffic conflicts. It will tell you distance, whether is high or low from your altitude and if the conflict is climbing, descending or level. If you watch my video here, at around 2:00 I already have seen the traffic on my ADS-B display and was looking for it. That is one nice advantage you gain with TIS-B, the situational awareness of where planes are relative to you. Add in the aural warning, you have a pretty good idea of what direction the risk is and an idea of where to go to get away from it. At 3:08, you can hear the ATAS point out the traffic conflict. I already was planning on my avoidance strategy. One thing I do in my plane is set the various traffic display criteria differently. On my Aspens, I keep the traffic completely unfiltered. I do this because if I am transversing the approach corridor for Philly, I want to see those descending jets heading into Philly. Obviously IFR, ATC is keeping an eye out for me, but it is reassuring that I can see where the traffic is when I am VFR. Nothing like seeing an airliner dropping in from above or a couple C130s from Dover doing an oil burner route crossing in front of me. On my Lynx unit, I set the traffic display to a 2 nm range and set it to filtered (normal mode). This will filter out everything that is way below or above me and only show traffic close enough to me to become a conflict. I also can vouch for the TAS add-on to my Lynx unit. I thought it would become less important as ADS-B was implemented. But there are areas still on the east coast where I am seeing low flying transponder only equipped planes that TIS-B hasn’t picked up but my TAS unit has. Sent from my iPad using Tapatalk Pro

Helps on foggy runways too! [emoji23] Sent from my iPhone using Tapatalk Pro

Me likey. Sent from my iPhone using Tapatalk Pro

And you get to plot your flights with the GPS connected.

I have too many hats, especially one that will cost me $10.

Here you go:

How old is the JPI 900? At some I would suspect they started shipping unit’s with the required firmware. I would recommend as Paul suggested that you go with the frequency mode. This will require a special cable. I created a CiES thread about the process. I will look for it and post it here. Sent from my iPhone using Tapatalk Pro

Give it time Hank, give it time...

Wow! I knew there was a market, just never figured anyone would capitalize on us older, overweight Mooney owners. I am still using the one Dr. Bill made for me.

If so, we should move on from using a sun dial to gauge your age and move directly to carbon dating.

Wouldn't be Octave Chanute would it?

Absolutely agree and that is the challenge in the area I live. Plenty of ER and Kent State grads with little, if any Mooney time. The CFII I routinely fly with is a J owner, an ATP and has over 5,000 hours in Mooneys. A few years ago he was the one who alerted me to a rigging problem when we were doing stalls. I thought I was just being sloppy. Experience does matter. Especially when MY life is involved.

Mike - it has nothing to do with testing. It has everything to do with training. I should not be the one doing the training in the plane. Maybe it is a geographic thing, but we have a lot of young inexperienced CFIs at my airport. Finding the experienced qualified CFI is challenging (now that Jerry just got his CFI, hmmm... maybe I will give him a try). As for the most knowledgeable comment. Funny you should mention that. For my flight review in 2018, I flew with a high time former airline pilot. He put me through a pretty thorough flight review. Who knew Aspen PFDs had chevron bars? Anyways, felt like I learned a lot. Then a couple of weeks later I find out that he is slated for a 709 because he was the instructor involved in a ground loop accident the day after my flight review! When it comes to flight instructors, doctors (no offense Brad, Raul, John & David) and other professionals, I am careful about who I chose.

I don't disagree with you on flying the review in the plane you fly most often. But when it comes to flying a review in my own plane versus flying the review with a newbie CFI with no Mooney time, I'll stick with another plane. It only take once to scare the crap out of me. I was participating in the Wings program but haven't done so in a few years. Might be time to get back into the stages... The CFI I fly with for routine IPCs does find ways to intermingle some basic airmanship and regs in to spice things up. I think pilots who stop pursuing flying knowledge & perfection, put themselves at risk. I've always believed in the 3C mentality. I may be Current to fly, but if I am not Competent nor Confident to make a safe flight, I have no business being up there.

I have had a few episodes of momentary vibration over the years. Most last only a few seconds if that. In all cases, it has been a plug issue. Didn't read through the whole thread but if you have a JPI, you will need to make sure the unit is catching in 1 second intervals. Otherwise, it may be missed. I think the JPI default is 6 seconds.

I don't do flight reviews in my Mooney unless I know that the CFI has significant Mooney time. Even if that means renting a 172 for the flight review.

Do you remember if his name was Wilbur or Orville? Bill Wheat had some great stories of the certification process. I always enjoyed listening to the humble man speak about situations in a Mooney that would make my palms sweat just listening to them.

I hope what you’re experiencing isn’t like the old days of GP. Back then, GP once in a while needed a damn good thrashing by uninstalling and reinstalling the app. Bit of a pain but when weirdness starts showing up, I found a fresh load fixed it. I would delete the app, close all other apps and do a full shutdown of the iPhone and iPad before reloading it. Sent from my iPhone using Tapatalk Pro

I realize you have limited experience in the plane and no engine monitor. I think you should probably try to repeat your flights taking careful note of airspeed and what vertical speed you are obtaining. These planes are pretty predictable and if something is different, something is going on (hence where an engine analyzer can help). As a long time owner of an F model (working on year 30), you get to know what sounds and feels right and more importantly what performance you should be getting. You will also learn that sometimes Mother Nature will lay waste to your optimistic plans. Last night I went out on a flight and decided to climb up to 9,500. The OAT was in the low 80s and I normally expect 800 FPM at 115 KIAS. As with any NA engine, your performance drops off with altitude. Past 7,500 (density altitude), I expected to see 700 FPM at 105 KIAS. This is where Momma Nature came out to play. Instead of getting 700 FPM, I would periodically see my vertical speed drop below 400 FPM. When I feel these, it’s clearly an atmospheric phenomenon I am dealing with and not an engine issue. Now for a twist to the story. Last year I was on a trip to upstate New York. On my return flight, it was a hot day (upper 80s) and I noticed on my climb out that I was not getting the 800 FPM at 115 KIAS I always would get. I was seeing 800 FPM at 100 KIAS that pretty quickly eroded to 500 FPM at 90 KIAS approaching my assigned altitude of 9000’. The weird part everything looked fine on the JPI. Oil temp, oil pressure, fuel flow, CHT, EGT all were within a few degrees of what I would expect. Once I leveled, it seemed longer to reach my normal TAS for 9000’ but I did achieve it. My first denial thought was that I had climbed through a major area of downdrafts. Yeah right. After this trip, my next trip was over to the MSC for her annual. Again, slightly anemic climb but without any obvious signs. A few days later comes the call. “We found your #1 cylinder was at 50 on the compression test and no matter what we did, it isn’t getting any better”. It was leaking past the valve and rings. New cylinder and she is back to her old speeds. Let us know what you find. Sent from my iPad using Tapatalk Pro

Yeah, nothing from the Lynx functions with Garmin Pilot. Interestingly, my FltPln Go is supported. Perhaps at some time in the future the features will make its way to GP. And as I mentioned above, it really doesn’t matter. I get weather and traffic both on the Lynx and the Aspens. And traffic shows up on the GTN (yippee [emoji1787]). Sent from my iPad using Tapatalk Pro

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Paul, the Lynx uses a WiFi connection for FIS/TIS. ForeFlight supports it and GP doesn’t. Interestingly the TIS part of the Lynx (including the TAS capability) is ported to the GTN but weather is not. BTW - I did confirm my configuration is set correctly. I’ll look at my GDL connection again, but like Jim, I need to manually go from cellular or WiFi to the GDL. Sent from my iPad using Tapatalk Pro

I found most of Garmin Pilot knowledge comes from tribal knowledge. Sent from my iPad using Tapatalk Pro

Ben at Smart is a good man and is very customer oriented. He did extra work for me at no charge because he said he wanted it done right. Dan’s (rmag) shop (SureFlight) does decent work as well. Sent from my iPad using Tapatalk Pro

Paul - is this something new or a 345 thing? Both my iPhone and iPad will stay on the last source it was connected to. If I toss the GDL-39 in the plane and was using cellular on my phone and WiFi on the iPad, I need to select FIS-B. It never automatically switches. Sent from my iPad using Tapatalk Pro