Ragsf15e

Snubber. Thats a relatively common issue. Something like a “water hammer”. Pressure fluctuations at the electric pressure sensor. Mine does the same. It was worse, maybe a 1.0 fluctuation. I just had it updated and the firmware helps. Now it is about 0.5. Supposedly you can call jpi and they have some kind of a “snubber” that attaches before the sensor and fixes the problem.

Oh that’s awesome, thanks. I’m definitely going that route when the current “weather strip” solution is destroyed. By being on the airplane side, it gets pulled apart by the slide on the bottom of the door each time you close it. So trimming around the latches didn’t cause the seal to come apart there I guess?

My 930 has been flawless for 6 years and 600 hours. It’s a pain to send it in for firmware or tach times, etc, but the unit has been great. However, I’ve now hosed myself as I just got it back from firmware update and am about to fly it first time. It better not have to go back for 2 weeks!

That’s how they got it over the hump from 200mph to 201mph!

I guess, but I think if the winds are strong enough to rip out the tie down, they’re going to do significant damage to the airplane tossing it around when it’s unsecured anyway. Ropes should be tight enough that a forgotten tie down makes taxi at/near 1000rpm is impossible. When full power is required for taxi, shut down and remove chocks and/or tie downs.

Maybe closer to our Acclaim performance and concerns... higher and the headwinds got much stronger. Lower and the icing got much worse (FL200 was -22c). Foreflight had the average headwinds at 62kts. I never saw less than 80kts above 10,000’. Fuel and alternate fuel become a concern. Ive noticed Foreflight has a tendency to underestimate headwinds.

The foreflight performance level subscriptions have a much more detailed profile that you can’t just enter into the basic subscriptions. The basic ones are fine for a non turbo Mooney. Check the other active thread for a place to start.

Generally you can start with something relatively simple and fine tune altitudes and rich of peak vs lean of peak. I probably have 8 profiles but usually only use one or two. Try this for cruise at ~8,000-10,000 rich of peak. climb (it’s an average from takeoff to cruise altitude) 500fpm, 110ktas, 15gph Cruise 145ktas, 11 gph Descent 500fpm, 11gph, 165ktas Assumes descent at cruise power. Also, I know you climb faster initially, but that’s an average at mgw up to 10,000’ Refine from here...

Either jepp or garmin can now provide the required navdata as well as optional updates to terrain, airport directory, etc. Youll still need an account with either of them to update at least navdata to be ifr legal. Garmin seems to be a few bucks less for the same or more navdata coverage.

I bet the limitation could come out when the ap is driven by a gi-275 in the future too.

As noted above, gi-275 is an option. Better/newer than g5.

There’s a reason Minden is a worldwide destination for gliders in the winter and it’s not the cuisine or the sandy beaches! You can take gliders into the 30s or higher in the wave along the Sierras there. I got my ppl at Minden and have flown gliders there although not in wave... the summer thermals are real strong too!

I guess I just don’t see any issues with either of them. There will always be tradeoffs or have we found the perfect airplane or avionics? I use to fly the F-15E with 50,000lbs of thrust. It was awesome, but could sometimes be a “pig” at heavy weights or high altitude, so they upgraded the engines to give another 5,000lbs each. You know what, the pilots said it was awesome, but it would be even better with even more thrust! We will never settle for what is available, we’ll want more. I would be happy to have a gfc500 and I think they did pretty good with the cost vs capability tradeoff. If you want to wait for the gfc 600 to be certified for us (if ever) and pay a little more for a little more capability, that’s your decision, but I guarantee even the gfc600 made tradeoffs, so there’s probably something there we could find to complain about.

No doubt, but the important part is where it gets its attitude solution... the gfc600 has its own attitude source in the controller. From the gfc600 manual “The GMC 605 contains internal sensors which calculate the aircraft attitude, allowing the GFC 600 to operate without relying on any external source of attitude. Flight Director mode logic as well as some autopilot management functions are performed within the GMC 605 main processor.”

I think this has everything to do with the g5 and not really the gfc500. The g5 controls the gfc and is the brains. The g5 also requires gps to aid the attitude solution. It doesn’t go “red x” or totally fail attitude without gps, but it is slightly degraded. The old aspens used pitot/static to aid attitude solution and they did “red x” with a clogged pitot. Anyway, I doubt they could certify a precision approach capability with even a slightly degraded attitude solution which the g5 has without gps. Maybe when the -275 can control a gfc500 it won’t have that gps requirement for an ils? Anyone know what a -275 uses to aid it’s ahrs attitude solution? What about the gfc600... does it have its own ahrs or use input from a g500? What kind of aiding if any does it’s attitude solution use?

Price.

I think it’s really important for people to keep their hand flying skills strong while realizing that managing an autopilot during typical ifr flight is probably the safest way to operate. In the very rare circumstance where you have a gps outage over an ifr field at altitudes that affect your autopilot, it’s time to use the hand flying skills. That should not be the end of the world or even cause a second thought. If it does, you probably shouldn’t be flying ifr... I use the autopilot all day long, but if I will crash the plane without it, I probably need to rethink my plan. Has anyone actually had a gps outage in the terminal area/altitude of an ils equipped airport? Outage areas expand with altitude, so that would mean the jamming is very close to the airfield.

Curious about that though... you can’t just replace the adi with a -275 and then remove your aspd, alt, and vsi can you? So a 6 pack could go to a 3 pack? Just an adi (with incorporated aspd, altitude, and vsi), a turn/bank, and an hsi? I guess I thought you could use the —275 to replace a dedicated aspd if it’s a dedicated aspd display. Likewise with altitude and vsi. Is that wrong?

Syn vis, flight path marker, shorter battery life. Maybe I missed a few more? The options cost extra too.

Thanks that would be helpful. I currently have what looks like Home Depot weather strip on the airplane side. It’s actually not bad except it really gets torn up by the door support along the bottom.

Skates, how does it go over the door slide attachment on the bottom of the door? Does it get torn up there and where the slide compresses into it? thanks!

And I should learn to read the install manual first, post second. He’s correct, internal gps is supposed to be disabled for a certified installation with a panel mount gps.

Interesting... I guess I thought you had both gps receivers enabled, but it only used the internal one if it lost the gns/gtn panel mounted. I’ll reread the install instructions.

Different beast, but I find the weight (or lack there of) is a significant factor for cruise speed in my F. Obviously fuel flow, altitude, temp, etc are important to equalize for a comparison, but I think things like weight, balance, and prop blades make their own significant difference.

Wowza, $1,850?! That’s gotta be a super awesome, self installing door seal! Might want to update the Mooney section to say $695-$1850. Right now it looks like the only one is $1850 until you get into selecting the options.