Ragsf15e

Sounds like you already bought an ipad, but it’s good to get one with internal gps. If the model is cellular capable, then it has gps (you don’t need to have a cellular contract or connection for the gps to work).

I also use the govt plates and garmin navdata. It’s fine. I use it in canada as well. Ff on an ipad is also fine as a portable. As a bonus, put ff on your phone to have a backup and to use for filing, checking weather, etc.

13.2v steady on a 14v system is not right. Check that with a good voltmeter, but that’s a solid indication of your problem which could be a corroded connection or an issue with your alternator… need to follow the voltage from the alternator to the bus.

I also wouldn’t throw a new battery and vr at it yet. If you’re seeing 13.2 as a “normal” voltage, that’s not good. Yes, definitely check it at the cig lighter and see if 13.2 is no kidding legit. Either way, it’s time for a digital voltmeter and some relatively easy ee… with someone holding the brakes and the engine running, (using alligator clips to keep away from the deadly fan), test voltage at the alternator. It should be 14.0 plus/minus 0.1. Then check it say before and after that filter you found. Then check it at your bus bar. Find wherever you’re dropping from 14v to 13.2 and fix that connection. If the alternator is really putting out 13.2, then that might identify a different problem…

Now Don, I love my garmin stuff too, but they have been “working” on the oscillation issue some people have for more than a year. Every company is going to have growing pains with 50 year old, handmade airplanes.

I also think you’re not supposed to use OPP if the approved part is “available”. I wonder if the 6-12 months wait is considered available?

Most people like Concorde, yes, but some are trying the newer Gills and I haven’t heard anything negative.

7-8 years? Im electrically challenged as well, but batteries have been lasting around 4-5 years and gills don’t have a good reputation either (thr newer ones might be ok). Many people use concorde rg-35agx but even on them 7 years is long ish. https://www.aircraftspruce.com/catalog/elpages/rg_35axc.php

Depending on the year/model, they are on the copilot side inside or outside the firewall. It’s tough to see but follow the field wire back from the alternator. It’s likely high up inside the firewall if you can’t find it. If it’s working currently, can you get it home and deal with it there?

And if you need to spend any time under there, taking out the pax seat is really beneficial. Two stops on the inside rail come off. Then the seat slides forward to get the forward rollers off, then back and poof, it’s out… I could have the forward/backward opposite though. I always look that up. Anyway, that helps lay under the dash much better.

The Meridian I fly for work (turbine, so fits with your description) has both a zero fuel and a max landing weight. They are pretty hard to come up against since there’s not much room for fuel left at max zero fuel, but once or twice I’ve had to consider them. I really like having ff for that!

If you can do it financially, order the engine, and the prebuy is good, id do it! However, what @LANCECASPERsaid is true. It will take some $$ and a couple years to have it just right and a known quantity compared to what you have now. People don’t usually look back and say, gee, I wish I had a smaller airplane with less power and older avionics.

It very well could be that silicon is better, but I would think it might need some internal reinforcement similar to the oem part. My point was that this part might be one that requires very careful design/testing as it can fail in such a way that is catastrophic. Agree that the one on the crashed plane should have been fixed a long time before.

I don’t want to be the wet blanket either, but there’s a recent crash due to this part failing and the suction pulling it closed on itself. The part has to be strong enough to keep shape under pretty good suction and durable enough not to crumble. The result of being slightly wrong is a dead engine and possibly crash. I definitely recommend everyone order one of these through an msc. Once there are enough orders, Mooney will get some more made. I ordered through lasar.

Actually a fuel leak at the sender is common and not bad. You know where it is and it’s a lot easier to fix than a failure in the sealant. Sometimes it’s a new gasket or similar.

That’s the best thing it could have been, cheap and easy!

I’d absolutely turn to keep someone in sight if they are a conflict… especially if the alternative is turning away and “hoping” it works. Even people with no formation flying experience can maneuver to avoid traffic they can see. Altitude change of only 500’ usually makes the easiest and quickest adjustment if ATC allows. Turning towards someone’s tail also works quickly in a lot of cases. You just want them to have line of sight movement in your windscreen forward or aft. Altitude offset doesn’t necessarily require this (they will have a little vertical movement though). I generally don’t waggle my wings at people unless I know they’re looking for me (like atc points me out to them and they respond with searching). I will make a turn to deconflict in a clear direction and then keep them in sight. Usually if you make a turn in a direction, people who see you will choose the other way.

Here’s one thread, but apparently there’s a “kit”?

It has been done. There might be a thread here somewhere. Dan at lasar might be able to help as well.

I have one and like it as well. Switched the tach pickup to right side worked for me as well, but I think there are other kinds of pickups used depending on the exact tach that can’t be as easily moved.

Yeah I doubt it as well, but I’ve had it happen even several days after an update where I put in the stby navdata, then on the switchover day, boom, I’m telling ground that ill be off the radio for two minutes for a reboot.

For your #1 point, my gns430w is actually a really good traffic display as I return to my home class D under a class C. I know lots of people scoff at the small screen, but there’s no background color hiding little traffic icons and it’s super easy to scale in. I usually cruise with it out at 30 miles scale but zoom in to 10 miles when I start my descent. It also filters out traffic well off your altitude. Anyway, your point is valid because a zoomed out ipad screen without filtering is terrible. I do fly in the northwest though so there’s probably less traffic than youre seeing except when I fly to Seattle where I’m on a 5nm scale or less to keep some SA on close traffic. Second point, I also agree. Sometimes it’s hard to visualize which way is better to turn to create some line of sight movement. That can take a long time to learn. I think for people struggling with this, it might be helpful to get them to concentrate on one aspect per flight or even over several flights. Like concentrate on visual lookout and atc flight following during a flight without using adsb at all. Like how to pickup flight following, radio terminology, how/why/when to cancel it, how to use the 2nd radio, etc. All while doing visual lookout. Then maybe try a flight where you use adsb instead and try to convince them to take small looks at it, appropriate scale, reasonable action, etc. I doubt student pilots could incorporate atc flight following, adsb traffic, visual lookout and additional radio work (atis, listening to ctaf, etc) until they are getting close to their checkride (or beyond). I agree nobody should be making radios calls for/about others based on adsb, but apparently they need to be trained not too. There’s also some people who aren’t really that willing to listen. We do what we can…

This is a long shot, but it’s not happening around the time you’ve uploaded new monthly navdata is it? I have that happen on the Meridian I fly when the pfd and mfd haven’t successfully started and restarted the same number of times to check the data before using it. Remember it says “new data will be verified before use.”? My recourse is shutting off all electrical power and starting back up which fixes it. I have no idea why mismatched data Xs the engine instruments but it does.

I do think one thing we’re missing from @Vance Harral ‘s initial point is about training. How much training did any of us get on using adsb to look for traffic? Sure we know how to use the system and make it Bluetooth to all our devices, but to effectively use it to help us deconflict from traffic that may or may not be displayed? That needs to be taught in ppl and reinforced anytime cfi’s or others experienced pilots fly with someone struggling with effective use of the technology. It includes when to use it, how to use it and when not to use it. I will say in the F-15E as I flew it we had a really good radar, but it wasn’t perfect. The front seaters ran the radar through hotas on both hands (mostly on the throttle), flew tactical formation, and looked outside for bandits. Sometimes at night on nvgs (which significantly reduces field of view and distance perception). It was very hard to teach people when they could “stare” at the radar screen vs when they should solely focus on visual lookout (or flying formation). The simulated bandits we flew against knew how best to avoid detection. It was very embarrassing when (occasionally) someone would be working hard on the radar and their backseater would yell “break right! Bandit 5 o’clock!” Because they had already merged and the backseater was the only one looking outside. Training can overcome many (not all) of the issues with proper time management and exactly which “sensor” is priority at the moment. Eyeballs are one of our sensors.

My IA uses these for cirrus and they work well. Looks like it could work for a Mooney but I’m not sure? They are probably crap in snow like most others, but the KSFF snow plow guys are usually really good and I haven’t had many issues with snow other than shoveling 6” in front of my hangar. https://www.aviationconsumer.com/accessories/best-tugs-sophisticated-towing/