Ragsf15e

If tas reads high, we’d all say it matches pretty well!!!

Also, I doubt anyone considers the vfr backup gps as an ifr backup. At least they shouldn’t. If you lose your gps on an ifr flight it’s not a big deal. Tell atc, navigate via vectors or vors. Land via ils or visual approach, get gps fixed. They just don’t break that much and it’s not catastrophic when they do. Convenience is the real benefit to gps nav and approaches. They get you anywhere and easier, but it shouldn’t cause significant issues if it were to break.

No need for a backup gps. it is nice to have a backup approach capability though, so a #2 nav/com fulfills that (ils/vor).

Surefly is approved for TC’d engines, but it must be set on fixed timing. Check the AML for specifics. On 28v systems there have been some hiccups. They are currently addressed with a power conditioner installed with the SF. In the future they will be part of the unit. On 28v, I’d probably wait for that. Especially if you’re limited to fixed timing. On 14v NA engines, I think it is a worthy change when you are at mag overhaul anyway.

Yeah the forecasts aren’t good for allowing for smoke but the metars tell the story.

No doubt. After my 1/2nm vis adventure last year the airplane just looked grey. Gross. I had to clean it for hours. A little soot behind every rivet. Strangely the oil analysis was normal but I hate to think about the engine breathing that too (and the pax)!

Honestly I don’t know, but it looks bad. Most of the smoke is blowing east. I use this site for visualization of where it’s going but it doesn’t give you altitudes. https://hwp-viz.gsd.esrl.noaa.gov/smoke/index.html# this is a shot from that site…

None noticeable last year, but the smell and breathing of straight smoke was terrible. Definitely try to avoid flying through the thick stuff!

Thanks, that’s very helpful. Your route is further west than mine by about 80 miles, so I think your conditions were probably even better on the west side of the fires. I’m going to hold off for a couple weeks and see if it gets any better.

I didn’t find it hard to believe either. Damage from overloading the airplane (speed or Gs) doesn’t happen exactly at the published limits. I don’t see the airplane coming apart 1 kt or 0.1 G over the limits, but at some point damage starts to happen. Maybe invisible at first, but increasing with continued stress until things become noticeable like the popped rivets and leaking fuel. In the F-15E (yes, it’s designed a little differently but the same principle), we had had Level 1-5 for Over Gs. Level 1 just requires an inflight battle damage check by your wingman, then continue. Level 3 might require declaring an emergency and an exterior maintenance inspection. Level 5 requires all of the above plus the pilot buying the crew chief a case of beer and helping him remove every single inspection panel on the airplane. I think the guy did great by somehow not pulling 8 Gs when he saw the ground coming up through the haze. That might have initiated uncontrolled disassembly.

Out west there are places with 1/2 nm vis on the ground and lots of areas with less than 3nm flight vis at 10,000’, but forecasting where the flight vis (and ingesting soot/smoke) is bad doesn’t really happen. There aren’t any clouds, it’s just vis reduced due to smoke. I’d love to see a weather product where I could select altitudes and see vis forecast ALOFT over a large area.

And the passengers!

Yeah that’s another problem. They don’t forecast the vis effects of smoke very well on the taf. I landed in 1/2 vis last year at home in skc. Not good. Ifr mea is so high that I won’t go if it’s ifr. I’m mostly worried about the smoke aloft enroute. I couldn’t get above it last year and it was miserable. Like being inside a bbq smoker.

The “smoke season” out west is putting a serious crimp in my summer flying plans. I live in Spokane, WA and we’re surrounded by fires (and tfrs), but the air quality has stayed ok. Flights to the coast have been ok because there aren’t many fires that way. I’d really like to get down to Carson City NV to see my parents, but there are huge smoke plumes filling up northern Nevada and southern Oregon coming from several fires. Ive used the ground air quality numbers and the noaa high resolution smoke forecast but I really want know the flight conditions at like 10,500’. Last year I flew through some terrible, 1/2nm vis type smoke and don’t want to repeat that. Has anyone crossed the northern sierras around 11,500’ or do you guys have another way to tell how high that smoke goes? I did call flight service and they were like tits on a boar… Thanks!

Zef has a good troubleshooting guide on their website. It’s specific to the vr model. I’d try that first. An hour with a digital voltage meter and the troubleshooting guide should narrow down the problem quickly.

Ha! Calling it an “investment” is your first mistake!

Nope, I totally agree. Solid solution! I have a GTX345 in mine because there wasn’t a tailbeacon/wingtip available when I got it. If he was redoing the whole panel, I’d recommend a panel mounted solution so he could get weather and traffic on his big fancy screen or in his audio panel, but an iPad mounted with a ram ball mount on the panel is just as good if there’s not a full avionics installation happening.

Cheapest way might be wingtip or tailbeacon for out, sentry or stratus + iPad for in. That configuration works well for a lot of people and is minimal labor. You can possibly do it yourself and just get a signoff on the tailbeacon. No work behind your panel. That’s a UAT solution, so US only below 18,000’. Possibly allowed in bahamas, Mexico, Canada, but you’ll have to research it. Another option is lynx 9000 transponder or GTX345. Those both do in/out but at more than double the price plus installation. If the UAT limits are ok with you, I’d definitely do the tailbeacon.

I don’t know, but generally faults within the system cause a disconnect to force the pilot to recognize and fix the problem. Especially with ahrs realign, I seriously doubt autopilot would work. Now if the gi275s were properly configured and the second ahrs was ok, then it might, but no guarantees. I fly a pa46t with g1000 and 2 ahrs. Yeah it’s a different system, but if 1 ahrs fails, the autopilot disconnects and cannot be engaged until the fault is cleared up.

Ask Mooney or look in our downloads for the newest E model checklist. 1970? And then use that exactly as written. Ensure the DPE knows that you have the newest EPs for the airframe, he also knows that the year doesn’t match, and you tell him why you chose to use those EP checklists. Inventing your own causes problems on a checkride.

I’m about to bring mine too you! Are you all the way south in Phoenix?

I had an exhaust issue that manifested on the co monitor. I saw increases both in the air and on the ground, which is why this one is a little weird. Mine was a completely disconnected exhaust pipe at the cylinder connection… pretty much 3 hours after annual.

I installed a snubber for the MP and Oil Pressure. It stopped the fluctuations which I think means they were actual or software fluctuations and not electromagnetic interference as JPI suggested. I would think emi would continue regardless of a snubber.

Mine isn’t sealed very well, however I show 0ppm in cruise from my sensorcon. 10-15 is normal on the ground. Depending on the wind on the ground and my parking in relation to the wind, I have seen 50+. Turning 90 degrees fixed that, so I know I’ve got leaks. Here’s my point though… in cruise, the leaks might make a little difference, but they are unlikely to make a huge difference if your exhaust is properly mounted/pointed and all the exhaust connections are solid. I think I’d look carefully at the exhaust from each cylinder and follow all the way to the pipe. Make sure it’s pointed exactly as others. Airflow can do some weird things.

Vague advice here… search for the parts manual here on mooney space. I think it’s in the downloads section. Some of the electrical parts are also called out in the maintenance manual. Once you find the part number, try to find a match or a new part number substitute. Spruce will likely have it. On my ‘68F, spruce has them as STDP single throw, dual pole switches.