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None of this will be new to you, but here is some interesting info for others reading this thread https://xpda.com/flyingtoeurope/

Thanks, guys. I'm trying to feed Nav data to a single Dynon HDX and a uAvionix AV-30. I only adjust the OBS on the radio itself so it seems like splitting the signal is going to work.

Id also be suspect of the Lasar “overhaul”. I know at-least 2 people that got bad pumps from them recently. Billy

Not only that but the transmit and receive formats need to be th same for all devices. Not much of an issue with the SL30, but with a GPS, the receivers all need to be set to receive the same format and speed.

Before doing anything with the pump, I would look closely at the rigging of the cable that connects to the retraction lever in the cockpit to the small pivoting arm on the side of the flap pump. On my E, the cable is clamped to the pump lever with a screw. As I recall it was tricky to get the positioning correct on this. Will the flaps stay down if you disconnect the cable, and have someone manually position the arm on the pump to various places along its travel? This would help isolate rigging vs pump. By all means do this before taking the pump apart and having to re-bleed the system.

You can split an RS-232 signal easily with just a splice. You can have one transmitter feeding several receivers, but you cannot have several transmitters feeding one receiver. So the issue you would run in to is that the serial indicator for a SL30 requires a transmit and a receive, so while the SL30 could transmit data to multiple receivers, the OBS selection being transmitted back to the SL30 can only come from one device.

De-Pin the RS232 TX | RX signal from the connector (TX| RX depends on which prospective you are looking from) then split/splice it. I am not big a fan of this method but due limited signals I don't have much choice however Garmin does this a lot.

I found that removing the flex coupling at the servo is much less traumatic than removing it at the cowling. And easier too.

Actually i find that non pilot passengers handle it way better when you pre brief them what is about to happen and that you are intentionally doing it and it’s normal. Then when it happens it’s a non event. I even say there it it is reach down at a normal speed and turn the selector valve. Whereas the complete surprise followed by yelling a cuss word while jumping in your seat and snatching the switch over i find generally puts them in hysterical mode with even pants wetting and swearing never to fly with you again.

The cable slides thru the hole in the AN bolt, and is wedged between the washers holding it in place. The safety wire you see goes thru the roll pin on the other side of the shaft bracket to keep it from coming out in flight. Here are a few pics of that style mechanism. I’ve had had my lower cowl off more times than I can count, the boost door cable is always the hardest part, especially on install, but the more you do it the easier it gets. I’m up to Nascar pit crew speeds now, and can now get it on and off by myself pretty quick. Sometimes when I’m bored and have nothing to do on the plane, I drop the lower cowl for fun. j/k If you can manage to find the over center boost door arm, it’s a much nicer mechanism, and pushes the cable attachment back 3-4 inches, which aids in its removal. Here’s a few pics of that as well with the part number. You will need to drop the lower cowl, pull the roll pin on the shaft arm, and trim off the arm where the adel clamps mount the cable sheath, and then it will bolt right in. Billy

I’d think I would want to answer if the exhaust leak is impacting you in the cockpit. Maybe get a reliable digital carbon monoxide detector and see what your levels are at startup, taxi and in flight. Might help you address the immediate safety level of concern you should have. if your pushing high levels in flight then that will give you your answer not only if you’re A&P is correct but change your 50/50 position to 99/1.

I'm trying to drive two devices off a Garmin SL30 nav radio. Has anyone had success splitting an RS 232 signal? How did you do it? Thanks

It’s worth a try.

The Agenda for Mooney Summit X - 2025 is now posted. We have some great speakers and insightful safety topics with great vendor and owner/pilot participation. Hotel deadline is August 11th and Early Bird registration ends August 15th. More info, registration and hotel reservations are all at www.MooneySummit.com. Don't miss this year's event! Hope to see many of you in Tampa... --Alex

The Agenda for Mooney Summit X - 2025 is now posted. We have some great speakers and insightful safety topics with great vendor and owner/pilot participation. Hotel deadline is August 11th and Early Bird registration ends August 15th. More info, registration and hotel reservations are all at www.MooneySummit.com. Don't miss this year's event! Hope to see many of you in Tampa... --Alex

The first instance sounds like vapor. Js do get vapor in the fuel lines. Most of the time it doesn't cause a problem but LOP at high density altitude it can cause roughness. You can see it in the fuel pressure fluctuations if you have a digital engine monitor (the factory gauges seem to filter it out by accident or design). When I used to fly float Beavers Part 135 we only filled the rear tank for long flights and it was considered poor form to leave any gas in it for the next guy that might have a heavy load. So we would run it dry by watching the fuel pressure and when it started to drop you had a few seconds to switch to a tank with fuel. Once I got distracted by a radio call and I can tell you that pax HATE it when the engine quits. I know that Deakin advocated it, but I just don't see any reason to run a tank dry in flight. My CiES fuel senders are plenty accurate.

You are trying to make sense of civil litigation. A civil jury is a wild thing, don't even have to get a unanimous decision in some cases. Just sympathy.

I loved to read those when I was searching for a Mooney

I suppose this may not apply, but my 550tn states need to be at least 100 rop, or 50 lop. I usually fall around 75 lop, at 15 gph-ish. That is wot 2450 rpm, and she moves. I really have never checked the rop speed numbers. LOP is 175 tas ,so I am good with that.

Thank you @Ricky_231 Agenda for Mooney Summit X - 2025 is now posted. We have some great speakers and insightful safety topics with great vendor and owner/pilot participation. Hotel deadline is August 11th and Early Bird registration ends August 15th. More info, registration and hotel reservations are all at www.MooneySummit.com. Don't miss this year's event! Hope to see many of you in Tampa... --Alex

Nice! Similar incoming on my panel. 2 g3x and adding a 650 , w/ audio and transponder remote mount. Also gfc500, Around $ 90k . Geesh. The last panel upgrade I did , did yield full cost at sell, silver linings I suppose.

That's exactly what I thought as I listened to a lady and a gentleman repeat "100LL is not coming back to the airport". I just popped open flightaware and saw 3 airplanes doing touch and go at the airport and I'm 110% sure they were burning LL. Lol I wonder if they know that not having 100LL is worse, as airplanes have to fly for a top off.

Nice! Way better

I have the official Mooney Drawings and materials list so these will be build to print and they will have (2) holes for the pedals, that are marked but not drilled which will satisfy the OPP requirements....a friend of mine is looking to fabricate them, waiting on prices for both 1.5" and 3". IF you want/need them sooner, there is an individual on this site that currently makes them for $300-ish a set, I'm sure he'll reach out to those interested.

I’m very thankful I’ve never had a non pilot passenger on board during an inflight anomaly or emergency. I’m certain I would be far more distracted by the passengers reaction that the emergency itself. You’re brain is so occupied and busy when something happens you don’t seem to have the bandwidth to panic. Seems like a form of self protection. Appreciate you sharing the experience. So far, I’ve never run a tank dry and don’t want to.