Ragsf15e

An agent can help, especially with a first purchase. Jimmy Garrison at GMax Aircraft is well respected within the Mooney community. Especially for a first purchase, you might not know what you don’t know, so having an experienced person help isn’t a bad idea.

I really wish there was a recommendation for what temperature to use this at? Even in my lowly F I sometimes fly around -20c at 10,000’ in the winter. Is that cold enough or are we left to guess?

It seems like there’s a few things at work here, but I flew last week in the FLs around the area @AME LLC had the issue and it was cold. Real cold. Like isa -10 or so. Maybe-38c at fl210? So some amount of water possibly in the fuel, maybe higher humidity, very cold air hitting the fuel spider… it kind of adds lots of factors. Real nice job using atc and your systems (terrain page) to find a safe landing spot!

I want to say my poh shows like 49psi for the nose? 30 for mains?

But before you bend anything very small… are you sure they had the boards and that both flaps are fully retracted? A shop that did the rigging correctly should have the manual for the bend…

From the symptoms, I would start at Ignition. When you say your plugs were “checked” what do you mean? Did you put them all on a dvm and check the resistance? What about the harnesses? Checked thoroughly for any tiny defects or fittings that aren’t snug (on mags or plugs)? How old is the harness? Mag checks are looking for gross failure (dead plug, dead mag), whereas something less than a complete failure might only show up at high power. Also, checking the resistance of all the plugs and security of the harness is basically free.

I want to say my mechanic retracted it halfway to work on the nose gear. Either that or he was punishing me for doing something stupid as he disconnected the gear from the motor and then had me holding the mains up about halfway and then said don’t move. I swear he went for coffee. Fully retracted is probably easier…

Obviously it was pretty dark, but that mountain would have been obscured by an optical illusion anyway as he descended. Its a dark mtn against a dark background. Very difficult to see even in some light. That’s a tough one. Probably shouldn’t fly vfr night bad wx into an area we’re not really familiar with in the mountains. There’s a lot of links in that chain.

Wow, good job controlling it into such a tight spot! That’s a really tough spot to land! Watching the video, possibly the tree was cut by fire crews later? It doesn’t look like it’s in the cockpit after the video stops.

We have pictures somewhere around here, but the rod that has the paddles which hit the switches is basically right in the middle (left /right) and directly between the gear (fore/aft).

Even if mcfarlane doesn’t have them, they will make you one from the old one if that’s what you need. It can count as owner produced parts. They are pretty good at doing that easily.

Actually seeing the instruments in there is awesome! Nice shot!

I don’t know why they do this, but they do seem much stiffer in the cold as they fail. I’ve had the same experience with mine when cold, but eventually they stopped “warming up” and I had to replace two of them. I think they’re unlikely to improve much or for long without replacement.

Many of those are non lubricated. If they’re getting real stiff, you’re likely in for replacement. That being said, a very light silicone spray at each end where the shaft goes into the sleeve might buy you a little time. Lubricant will attract dirt though and eventually it will get worse. Mcfarlane for cables. ~$600 for the mixture cable on my F.

True, and turbines basically never change it, but air cooled engines with old designs end up with a lot more crap in the oil than other , newer designs. Synthetic would probably help, but I think we’ll still have a lot of crap accumulating in the oil and thus circulating through the engine. Depending on what it is, it might or might not adversely affect the oil performance. I guess I’ll just keep changing the oil until i can buy that turboprop!

Agree it’s important to see what’s happening in there before making a decision, but I think his is the boost pump, not the selector. The drain holes for them are close together though, so important to clearly identify which one.

Hmmm, you guys are right, the cowl is shining pretty good… maybe you need more wax on the wings!

and next time he sees that beautiful of a scene, maybe he should turn 90 degrees and frame it with the wing in it instead of the cowl? i just think a Mooney wing would look amazing with that background!

One thing to consider is if you have an out only such as @Pinecone gtx-335 and you use a portable device for “in” such as a stratus, you may be missing out on some traffic (tis-b). It would depend on the gtx-335 configuration set by the avionics shop. I think most of the portable devices are dual in but if not, you could also miss ads-r. I believe it’s possible to set up a grx-335 to report “dual in” if you go into the config which would then get you the tis-b and ads-r (depending on “in” setting) on your portable.

I have had that happen once as well. Gear switch down, nothing… maybe 30” later, it came down normal. I exercise/clean both plungers now. It hasn’t happened since, but then im not sure exactly what caused that issue.

Yikes, that’s not good. I agree with your assessment of the problem being in something other than the autopilot. Maybe ADC, maybe pitot system, maybe g3x? Have you ever seen the airspeed trend do that when the AP is not engaged? What does the g5 do when this happens? Do you have data logging on both (g5 needs a micro sd card). Im sorry this is happening to you. Id be pretty mad at garmin too if they just left it hanging for this long…

Here, read this one. Tis-b and ads-r are only transmitted to “client aircraft” and depend on their out/in status. Now, that doesn’t mean that you can’t pick up the uat sent to other aircraft, you will if they are close to you. in contrast, fis-b (weather) is not client based and is just broadcast to all. https://www.faa.gov/air_traffic/technology/equipadsb/capabilities/ins_outs#:~:text=Traffic Information Services – Broadcast ( TIS,and be within radar coverage.

I think adsb in is transmitted to a specific aircraft in certain situations. That’s how you get the non adsb aircraft via the faa radar. Those aren’t sent out unless there’s an “in” aircraft near them. Ill try to find a document, but actually im pretty sure about it.

The adsb in “dual” or “none” or “uat” thing is always confusing, but I think your system reports your capabilities so the adsb system knows what traffic you might see or might not see and if it needs to send you the data over uat, then it does. Example - if you have no “in”, then the adsb system doesn’t send you the atc radar traffic around your aircraft as you couldn’t receive it. Or also, if you’re UAT only, 1090 mhz adsb traffic will be sent to you over uat. Id think most systems are dual receivers now though. If you’re using a portable though, you might want to set the “out” system to report “dual in” so the faa will send you the non adsb traffic around your aircraft. It’s pretty darn confusing. at least that’s how I understood it…

The report shows you have 1090 mhz adsb out and your system is set to report dual adsb in. Normally you wouldn’t have dual in unless you’re using a portable with dual? So you do have adsb out. The “in” setting adjusts how the adsb system sends you traffic. That might need some thought/research, but the adsb out is good.