Ragsf15e

I looked up general adsb out protocols... once per second.

Yeah, I see what you’re looking for, but I’m pretty sure the 345 is transmitting multiple times per second, we can probably look that up. Anyway, if it was really offline or losing position each few seconds, you’d probably have a pretty ugly adsb report. I have no doubt you’ve got an electrical issue, but I doubt that airspeed/345 plot is gonna help you diagnose it. I could certainly be wrong, but I think you’re gonna have to get a voltmeter into all the connections to find the culprit. Which kind of VR do you have?

Also, I think a better way to check the 345 would be to run a free adsb report from the faa. I’m pretty sure that would tell you if it was missing reports/data.

I had low voltage as well. VR circuit breaker and low field wire voltage caused by old (original?) master switch. Which VR do you have?? Digital or old mechanical? Bottom line, on a 50 year old electrical system, you’re building resistance on worn wires, circuit breakers, switches. You’re gonna have to dig in with a voltmeter and the Zeftronics troubleshooting guide to find it. Do you have the electrical schematic? Did you know your field wire leaves the VR, goes to your master switch and then back to your alternator?

Honestly, there’s been quite a few people coming in , buying a 22T and then asking us to train them in it. I’m not saying it’s a smart way to learn or efficient, but they do it. Money be damned. There are some other folks that use our SR20 for training and then purchase a 22T for themselves. The transition is simple. These folks want the whole package, car like interior, autopilot, chute, glass. The chute isn’t the whole thing, but it’s definitely part.

There’s one more factor to consider for piper, Cessna (trainers) and Diamond (the trainers)... the pilot shortage. The students trying to fill our worldwide airline pilot shortage don’t have the cash to pay for expensive trainers and they aren’t planning on flying a SEP Cessna for the rest of their life. They just want the hours, ratings etc and are willing to do that in whatever plane they can afford. So those brands may have a market and customers to support their products. Bonanzas and Mooneys aren’t trainers and people who buy them have different goals. They buy them for long term family transport. They care about the Chute and the Cirrus was designed around it as well as their superior marketing.

Bob, I value your longevity and experience in aviation, but that may also be the reason you’re having trouble seeing Urs point. I started flying in the 80s, my dad in the 70s, and I have my grandfathers leather helmet and scarf from his Stearman days in the 40s. When I met my wife, our first date was a $100 hamburger trip in a beat up Cherokee. Was it a test? Yea, maybe. She passed and we fly our kids all over the place in our 50 year old Mooney. Here’s the time though, peoples attitudes change through time. There are many more middle age folks with $$ coming into our flight school wanting to learn in the Cirrus than those wanting to fly our well maintained, glass, cheaper Cessna. Is all of that the chute? No, but it’s definitely part of it. Would it save Mooney to stick a chute on an Acclaim? No, but Cirrus sells that chute and it works. People learning today have a choice and they like the idea of the chute. Maybe you don’t care. Maybe I don’t sometimes, but to be honest, I’d prefer a chute when I fly across the Cascades to Seattle or when I fly IFR, but cost is a big factor for me. If you assume people’s attitudes haven’t changed since the 70s or that today’s students all feel the same way as you, I think you’re making a big mistake.

Yes, so did the factory.

This has nothing to do with your roughness, but others are giving tips (good ones) on climb power settings and mixture... do you really climb at 100mph as you said or is that kts? I have an F, so not exactly the same, but I thought it was pretty normal to climb at 110-120 mph or so. You will notice better visibility, lower chts, and likely be more efficient... we have a research paper around here on climb speeds... I think most efficient for a long flight in the paper is like 1.4 x Vy. I would use Vy or Vx as appropriate until at a safe altitude, then accelerate to your chosen cruise climb speed. Mine is 120mph.

I like Cirrus for the reasons you’ve stated, however, to be fair, I don’t think you have a FIKI TKS system and AC along with a 1200lb UL in a Gen 1. I don’t even think FIKI was an option in 2003. Am I wrong?

And the G3x is the old tech screens... have you seen the nxi screens? Almost makes you want to spend $20 or $30k!

Time may be something else to consider. Let’s say you need to put $50-$80,000 to make it solid - tanks, engine, avionics, etc. well that’s at least 6 months of work, scheduling, moving the airplane around, etc. is it even flyable? If you go down this path you really gotta want to make it your forever plane. If you want to fly now, you can find a flying Mooney with older engine, non-leaking tanks and old avionics, paint, interior for $40k while saving time and money.

Well I just fly it, not mine. It’s real nice, but my F model has more useful load left with full fuel, so there’s that. I use to fly an F-15E, and I’d really miss that, except my F model fits the family much better and uses less runway. All our planes are good...

Is there an annunciation that will come on if the yaw servo is holding a lot of rudder in for a long time? The G1000/GFC700 Meridian I fly has electric rudder trim and yaw damper, however they are not connected. Takeoff trim is 2-3 degrees right rudder. When you transition from climb to cruise, you will get a trim caution until you trim it left. I doubt they would just let the rudder trim servo sit there burning itself up? Also, the Meridian has noticeable tail wag in a little turbulence with the YD off. The YD makes it completely go away. My midbody Mooney doesn’t have noticeable tail wag... YD might be a tough sell for me.

Hopefully you’re right. I needed a trim tube for my F a couple years ago after it wore through the phenolic blocks. Factory was the only place to get it and they had to make me a new one. You never know what you need until you need it. I’m sure there are used parts out there on scrapyard airplanes, but having the ability to make new parts once in a while is definitely a plus.

Also, a small difference in trim or weight loading will change that force quite a bit. Our trim indicator isn’t exactly a fine tuned scientific instrument, so you can have it “set at takeoff” and there is a lot of “wiggle room” in that setting.

Saying everything you want and “cost conscious” in one sentence is like saying @Marauder wants to fly his airplane with 3 of his lady friends and be under max gross weight. Ain’t gonna happen. I like my EDM930, but the 900 is great too. Couple G5s, Avidyne 440, you’ll be in great shape, but it won’t be cheap.

Well I ended up with a rebuilt cylinder so yeah, it was expensive. There is a way to clean out the valve guides with the cylinder still attached. Search for “valve rope trick”.

Bob, sounds like you’re going down a good path with it, but I had a similar experience that I’ll share... I was in cruise, just after level off, 2500 rpm, maybe 22.0 map and I felt a slight vibration. The exact same thought occurred to me... maybe I need the prop balanced? Anyway, I ended up downloading and going over my engine data very carefully (jpg 930 engine monitor is great). I found some anomalies with the egt in cruise - about 4 minutes after setting it up for about 100 rop, the #3 egt slowly rose about 100 degrees and sort of cycled. Anyway, between that slight vibration and the weird egt I showed it all to my mechanic. He recommended we check the valves on #3 and sure enough, found a wobbly exhaust valve. So I guess what I’m saying is that it could definitely be an engine issue, and the digital engine monitors are definitely helpful if you can look at data during the problem. Drew

Throw a G5 (or 2) on it while you’re in there and get rid of the vacuum system too!

Thanks! That’s a good pirep and a generous offer. I’ll give them a call. I’m a CFII too, so if you ever need a Flight Review or IPC we can definitely work something out!

I think I’ll wait until you can give a pirep on the shop. I’m sure they’re fine, and it’s not a difficult setup, but it’s frustrating to have to fly somewhere 200+ miles away (across big mountains in the winter) to have to get an estimate, then drop off airplane, drive back 5 hours, then drive back to pick it up and fly back across. It just seems like there should be a person or place closer to do something like this, but I haven’t found them yet. The avionics business is crazy right now.

What type of “retraction prevention” device is on your airplane? Common Mooney ones are an airspeed switch (brass, big, pitot lines connected) behind your asi in the panel or squat switch in the gear wells? Both can fail. It seems easier for the squat switch to stick or be slightly out of alignment and prevent gear retraction. I might figure out which you have for yourself and then have your current mechanic have a look if it’s a squat switch. Maybe a simple adjustment or shot of triflow. Its worth the effort until she’s up at lasar for next month.

I’ll double check, but I’m pretty sure the STC is fine to remove vac system with only 1 G5. Remember, the G5 as an HSI option didn’t come out until a year after the ADI STC and we could remove the vacuum system with just the ADI then. I do have an electric King HSI, so don’t need the dg but I would eventually like the dual G5 system for a better HSI and for ADI redundancy.

Thank you both. Yes I read through @bradp‘s thread. The HSI would be out of my league, but I was thinking the ADI is much easier. I also usually get into a project and then realize it’s going to take a lot longer than I imagined and/or allowed. Thanks for your input and suggestions. I’ll read through the install manual and see if I really want to tackle it. Its been kind of shocking to me that I can’t find an avionics shop or avionics a&p that wants to do this close to me in eastern Washington/northern Idaho.