PaulM

GEA(71) is the Analog-Digital Input/Output data system, not the GIA63(W) which is the NAV/COM/GPS unit.. I suspect your GIA is just labeled as COM2. boot your G1000, Pull the COM2 breaker. and look at the status of the LRU modules.. COM2 and GPS2 should be marked offline. That is "AUX" group (outer knob) then "system status" which is 5-6 clicks of the inner knob. That should list all of the LRUs..

We would need to see a picture of the breaker panel, or have a copy of the detailed wiring diagram (the poh one is usually not enough) We would essentially be guessing which breaker handles GIA63#2. They can be separate breakers or they could be combined. from what I see in the POH there is only a COM#2 breaker. I would pull that breaker and check in the status page on the G1000 that COM2 and GPS2 are offline.

That seems a bit much. If they are treating you like a jet, ask for piston single speeds. Those 172's aren't doing 120kts in the pattern. I was just down in Marco, and Ft Myers approach had me in a 500'/min descent @ 160 kts. I had no problem slowing down around 3000', and had the gear down by 2000' with a 90kt straight in to Marco. I haven't landed at Naples for many years, but I remember a regular 90kt downwind to base to final. Perhaps it was a slow evening. At a class D I will be at 90kts in a downwind or base position. That allows plenty of time to slow to 75 on final. I've had downwind extended for 5 miles, I've done 360's but other than class B's "keep it up until 2 mile final" it is reasonable.

If you are being held at 5-6K above pattern until 5 miles by ATC perhaps you can ask to fly the IFR approach. Can you list your home airport, there might be history at a specific location. Approach control's job is to hand off traffic to tower at either around pattern height, or on a listed approach and they are usually 2000' AGL at 5 miles. The only time I seem to usually get slam dunked IFR are at remote rural airports where you are talking to Center, or a distant approach controller and they assume you can come down like a Jet. I just set my TOD to 500'/min and request the start of my descent. I have never had a problem in a C or D on being ready for about a 90kt downwind or base.. to end up on a 75kt final. If it is a class B/C that needs me to keep the speed up I can land with 1/2 flaps, and do final at 90kt..

I had similar issues with both the MP and Oil pressure in a G1000 system... If there is a connector (especially in the engine compartment) just disconnect it, spray the contacts with cleaner and insert and remove a couple of times to wipe the contacts clean. Wildly jumping values like that are connection or failing sensor issues.

Also remember the graph that maps the digital display against the amount in the tank(Page 19) https://www.mooney.com/wp-content/uploads/2020/12/SUPP0017H.pdf When it reads 0.0 you still have 1.5 Gal of fluid on board.

Then you don't know if it is an actuator issue or the indicator issue. #1.. reset the trim breaker. why not start easy. (pull it and reset) You can usually run the trim full left or full right and tell via the aileron interconnect and rudder position that the trim has actually moved, or in flight by making the slip/skid marker go from side to side. The most definitive way is to look at the trim system. From 27-40-02 E. Remove tailcone battery access cover (left side) and aft fiberglass belly panel to gain access to ruddertrim actuator assembly. I Think you can see/hear it from just opening the left battery access cover. run the trim system each way and see if the actuator moves.. if it doesn't.. then we start checking voltages to see if it is a control switch or limit switch, or motor issue. If it does move, then you check that the potentiometer is attached to the trim system, then we check the resistance with a meter.. it should change as the trim goes from side to side. Lastly would be to look into the connection to the G1000.. Also make sure you have compiled with https://www.mooney.com/wp-content/uploads/2020/12/SIM20-124A.pdf If it affects your Serial#.

The Ovation maintenance manual (Includes schematics for ranges including G1000 systems) can be found here: https://mooneyspace.com/topic/40077-man161-rev-b-m20r/ The G1000 only shows the position, it doesn't control the servo. When you say "stuck" is that it only goes one direction? or that it runs all of the time?. The switch is a split switch so it is unlikely to falsely provide power.. the way the circuit works is that power and ground is always provided to the switch. If both halves are pressed to one side, then the ground goes to circuit A and power to B, the motor will run in that direction until a microswitch is tripped to stop the motor at the end of travel. If pressed in the opposite direction then Power goes to A and ground to B and the motor will come off the limit switches and run the other way. So depending on what stuck means it could be limit switches, motor, or panel switch. Now if the actual rudder trim isn't stuck but the graph showing it on the panel doesn't move.. that is a sensor issue and that is connected to the G1000.

If you look at a video of how the speed-brakes interfere with the air on the top of the wing it interferes with the lift on the upper surface of the wing and causes air flow separation. That is not simply drag, but reduction of lift. Stall speed is based on angle of attack, and that does not noticeably change, but the sum total of lift is reduced. It can be a combo of lift reduction and added drag that requires a steeper path angle to maintain the constant airspeed. Let us say that the integral of pressure differences around the entire lifting surface is changed, and the result is a higher descent angle given the same approach speeds. https://www.youtube.com/watch?v=ysb5QIHcLSQ One could offset final by quite a bit, but then you are below the tree line and going though a channel blocked to the left and right by trees, It is better to take a steeper descent.

The main thing the speed-brakes do on final at regular approach speeds is they lower the lift (part of the lift area is disrupted) and therefore make the final approach angle steeper. One instructor I flew with liked using them all of the time, as "they made the plane approach like a piper" I only use them when there is an obstacle on final (or perhaps to save a close in instrument approach where I have to dive from the MDA) My home airport has a large tree on a hill directly on final and on a regular approach you have to "scare" the tree to land at the displaced threshold. If you descend from downwind with the speed-brakes out you can use the steeper angle to turn base earlier and to get a better buffer from that tree.

I had similar issues a number of years ago, as it kept getting harder and harder to start the Bravo, especially on warm restarts (after years of perfect behavior). It was loose points in the left mag. MSC did a shop rebuild, and it has been fine since. I've also been seeing (twice now) the "won't start until you release the starter".. So I'm watching that mag, and will probably put in a surefly if it continues to act up.

I tried to use a small mobility scooter, it did not have the torque to move the mooney. It wasn't even close. http://www.electrikmotion.com/citibughelpermain.htm A full power chair might have more torque, my friend with a power chair isn't near by so I can't ask him to test it out. Try and see if they will let you "try" it and see if it can pull with a strap. "If it will move my plane I will buy it"

This is essentially true. The control system in a Mooney is all pushrods, torque tubes and bell-cranks. The geometry of how the pieces connect are welded and set in the original jigs. It is the cable control system of the Cessnas and other aircraft that allow the possibility of mis-rigging as there are two connections between the controls and the flight surfaces, one to pull in one direction, the other cable to pull opposite. In the Mooney there is only a single connection for each flight surface, as the pushrods and torque tubes can provide force in both directions

I looked in the cockpit reference guide, and even the 2006 guide 190-00450-02 rev D includes the instructions on how to set it in the Timer window. So I think it is available in every version. but let us know your GDU version.. To refresh, mode S transponders have always required Flight ID.. so the original GTX33 had that feature, therefore all G1000 units support it. My 2008 G1000 Line maintenance manual (Which goes up to GDU 9.x) says: FLIGHT ID TYPE: Allows the technician to select Flight ID type: For operation requiring the flight crew to enter an aircraft identification designator each time the G1000 system is powered up, select the FLIGHT ID TYPE ‘PFD ENTRY’. When this choice is selected and the crew enters the Flight ID correctly upon startup, the flight number call sign for radio contact with ATC is the same flight identification that the GTX 33 Mode S transponder replies to ATC radar interrogations. Selecting PFD ENTRY allows the flight ID to remain the same as that entered during the previous flight until it is updated, the crew is not prompted to update the flight ID. The selections ‘SAME AS TAIL’ and ‘CONFIG ENTRY’ are fixed Mode S addresses. The two fixed selections do not require any transponder interaction from the flight crew, whereas ‘PFD ENTRY’ always does. Selection Description CONFIG ENTRY Allows technician to enter Flight ID while in configuration mode only. PFD ENTRY Allows pilot/technician to enter Flight ID at the PFD in normal mode. SAME AS TAIL It seems you need to change the G1000 config, or have your Garmin tech do it for you.. It would be perfectly safe for you to put the system into Maint mode and view the current setting to confirm you are set to "CONFIG ENTRY". Mine is set to CONFIG ENTRY. (under the XPDR1 page on the PFD). If Address Type is US Tail, allows Flight ID to use the same number.

I had my AC motor lock up on the way to the Summit last year. Air Mods took care of it during this years annual.. The rear bearing had disintegrated. $13 in bearings, $3000 in labor. It can be done without pumping down the AC system, there is just enough flex in the hoses to get the motor out.