Marauder

No, but I parked my yoke mounted 295 in favor of a yoke mounted Nexus 7.

Here are the details: http://www.mooney.com/images/pdfs/sb-pdf/sbm20-205b.pdf I had the entire shafts and yokes replaced to the newer style (J style) with the parts listed in the SB. Eliminates the need for further inspections.

That was my understanding as well. And if I am not mistaken (will need to go back and look at the AD) if you upgraded to the newer style shafts, it ended the AD.

I remember speaking to Bill Wheat about this at one of the MAPA Homecomings. He said that the wing loading is done as part of certification with a test jig to determine the wing loading in Gs before the wing snaps. He said that the jig broke before the wing did.

I have the SWTA windshield mod with the access panel. You can get a hand down there but not much else. Speaking of the one piece belly. I have been entertaining going with one until I saw the installed price for the Lasar version (~$10k). Are there cheaper alternatives other than the Lasar version?

Little more detail here: http://www.faa.gov/air_traffic/publications/atpubs/FSS/fss0404.html

See section 4-1-3 http://www.faa.gov/air_traffic/publications/ATpubs/AIM/aim0401.html and the communication block below it. FSS plays the role for AAS. Sounds like they are still doing it but remotely. I used to fly into Bradford, PA a bit years ago and the FSS there basically acted as a controller.

David -- always interested in mods. Hopefully you can make a competitively price cowling. LoPresti would have gotten my business if I didn't need to give up my first born for it!

Like one of these?

You get an Oscar, Oscar! Thanks for sharing! Can really see why the Aspen ESV would be important to you. Love the layout of your panel, looks great!

Hi Jim - I believe the certification process for a WAAS GPS provided the assurances of accuracy or at least to know when they are not accurate. That is why the error reporting capabilities are built into them (the LOI error messages). Nothing pops up on any of these apps showing GPS integrity, hence the concern that someone may take them as accurate. I always knew there were some differences in accuracy between my panel mounted unit and the apps. Just never knew how much and that is what I am experimenting with. I own a Nexus 7 that is running Garmin Pilot, an iPad 2 running both ForeFlight & Garmin Pilot (don't ask why I have both) and an iPhone 5 with ForeFlight running. I am using an XGPS150 on the iPad but can pair it with the Nexus and iPhone to test the different permutations. My first tests were altitude differences. Still haven't got the iPhone's data, but once I do, I will have a pretty good idea of how things shake out. I noticed location inaccuracies a few times with the georeferenced charts running but obviously was concentrating on the panel mount unit to fly the approach. Once I get a handle on how they perform, I will write up a summary.

Absolutely correct. But as a manufacturer of these apps why offer geo referenced charts if you know the position will be off? I have never used either my Nexus or iPad for navigation (that's why I spend all the big bucks on the panel), but it sure would be nice to know what degree of comfort you could have with them if all of that high priced electronic stuff goes "night night" because of an electrical problem. That is what got me started on this. I always knew my portable GPS and now iPad/Nexus GPS altitudes were off a bit. I want to understand how far off the rest of the navigation stuff is even if I am not using it for navigation purposes.

Heck yeah I want to see your pictures! I am thinking about mine being done this summer. Always looking for new ideas for schemes.

I have been looking at the GPS altitude error issues on my Nexus 7 running Garmin Pilot. With the internal GPS active, I am getting a 300' to 400' difference consistently from my iPad using a XGPS150 running Garmin Pilot. Neither match the barometric corrected altitude in the plane. I have been seeing the same issue with the Nexus running the external XGPS150 and comparing it to the internal GPS. My next experiment is to see how far off the coordinates are using the different GPS signals. These "geo referenced" approach plates may be nothing more than "best guess" referenced approach plates.

Carusoam -- no, but have seen the aftermath of a corn silo explosion. Hard to believe corn could blow up like that.

I have had mine rotate to the recline position unexpectedly during flight. Couldn't imagine what it would be like during take-off.

An instructor taught me LIFT just as a final check while getting on the runway. L = Lights, I = Instruments (engine temps, mag heading matches runway), F = Flaps, Fuel Boost Pump on (pressure good, selector not on OFF), T = Trim, Transponder and Time off.

I did a little more digging. FlightAware lists previous owners. Here is the link: http://flightaware.com/resources/registration/N3555N Anyone know Arnold Talley, Bill Higgins or Bill Hawkins? They show to be previous owners or brokers. Being the inquisitive type I am, if it were me, I wouldn't have any reservations calling any of the previous owners. BTW - the mode S code is the same here as on the FAA site. Good chance these fine gentlemen are linked somehow to this plane. Good luck!

Here is the current FAA information for this N number: http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=3555N The plane is a 1967 according to the FAA entry, not a 68 (it does look like it has a serial number for a 68 and it was built late in the year 1967). It does not appear to have an active registration (warning flag -- why isn't it? Brokers don't need to register it)? The name on the FAA registration can be found on the web: http://www.rraircraft.com/1968-mooney-m20f-sale-pending.html (Is this the company you are buying it from?). The company is carrying a Delaware incorporation but appears to be based in Memphis (not unusual). Before I spent a penny on any plane, I would have the seller agree to a pre-buy. That should include an inspection of the logs, having a mechanic that you choose look the plane over and a flight test to verify the functionality of the plane. The people selling may be legitimate honest brokers, but until I knew more about them and their plane, I would proceed cautiously. The good news is that I didn't find anything linked to this N number in the NTSB accident site. The bad news is that there are three planes, all Mooneys that carry the same serial number. They are different models. One was exported, one was destroyed and had a Florida address linked to it (it was a G model) and the one you are looking at. I don't know the Mooney serial number structure for the Mooneys built in the 60s, I'm sure someone here can help to you if the same serial number can be on a F and G model at the same time. The G model is the one that was destroyed. No accident report may mean destroyed a another way other than by an accident (hurricane?). Don't let the emotions get the better of you... validate before you sign over your money...

Phillip -- I just received my Switchbox -- thanks! Was wondering if you could answer a few questions. > I am assuming the SIM card is activated since I was able to call the unit and have it turn on and off on the one outlet. So how do I know when my card will expire? You mention 3 months. Is that 3 months from when you shipped it? > The instructions say that phone calls to the unit are free. So does this mean I have an unlimited number of calls? The reason I ask is because I would like to use it for non aviation tasks during the summer months. If it is limited, how many calls can I make? > How many text messages can be made with the card that was in the unit when I received it? I think you mentioned there was $3 on the card, is that correct? How many messages can I send? > I have the iPhone ap downloaded. Messages on the Apple products can send text messages to phone numbers over WiFi. Will this work with your unit? If not, how about TextPlus? Thanks!

When I had LORAN in my plane it was recommended that I install static wicks to prevent interference. I bought them and was about to have them installed when this thing called GPS became available to the public. Never installed and if ANYONE needs a set, I got them!

I signed up and hopefully will be able to make a few runs for them this year. One thing about these rescue pups is interesting. They are intensely appreciative to those that recue them. Prior to the two I have now, all my other dogs were obtained as puppies. The two I have now were full grown when I got them. When we went to the "no kill" shelter to look at them, I wasn't sure what we would find. Both came from North Carolina without any clear history. My daughter brought one out of the run and he immediately bonded to her. It was like they were raised together. As we were looking to leave another one caught our eye. Even though they were different breeds and came from different shelters, it was like they knew they belonged together.

If I am not mistaken the early generation Aspens did not have the small cooling fan on the back (at least that was what I was told by a couple of avionics shops when I was collecting quotes). They run warm as do the Garmin G500/600 series I saw in a display case running with an avionics cooling fan attached to the box. Not sure how warm is "too warm" but I will be using my IR thermometer to take some readings as we go into the Spring and Summer months.

Alan, how long have you had the prop off the plane and been trying to sell it, a week, two? Sometimes you need to wait for the demand.

Here are two Nav switches, the one on the top is a Klixon for my Mooney. The one on the bottom in both pictures is the one bought. Not sure who makes it other than it lists Germany on it. Bosch?