Ragsf15e

Interesting that it only lasted a couple years? What’s wrong with the motor? Is something wrong with the gear causing this problem? Usually the motors last a very long time…

If you want to be super thorough, put something over the fuel vents too. Mud daubbers like it in there and that will ruin your day. Use something bright enough that you see it during preflight, because leaving it on will also ruin your day.

I think this part of @wombat answer is really important: Additionally, the installer of a part must accomplish the work in such a manner and use materials of such quality that the product or appliance worked on will be at least equal to its original or properly altered condition with respect to the qualities affecting airworthiness. Find a shop willing to use this to install newer/better.

The levels aren’t very high, so that’s good, but if they are definitely correlated to opening the heat, that’s bad. Even with low levels, I’d check that out. I show zero ppm in flight even with the heat on. On the ground, I see 10-20 depending on winds and which way I’m pointing. Some people see a little in climb but then settle down to zero in cruise. You might want to see exactly where/when yours is climbing.

No, and there’s some debate on this. The “eyeball joint” that the shaft slides on is touchy. Initially mooney suggested silicone, then they said leave it dry. Either way, you need that shaft to slide very smoothly (both pilot and copilot) or it can cause fluctuations. After a while they will get dirty, so using silicone is mostly about cleaning them. I wouldn’t recommend anything with oil in it as it may cause dirt to stick and eventually make it worse. Lube it, wipe it down, make sure there’s no “sticktion”. Good luck!

Good luck. Possibly it wasn’t water in there. Occasionally silicon lube on both control shafts to make sure they are sliding through the instrument panel very smoothly could help too. Spray on, and wipe it really clean.

It’s a tiny spring loaded push button. Look for a small metal “button” barely protruding below the aircraft skin. There’s one on the left wing root for the pitot too. Just push and it should drain.

That’s exactly what mine looked like the one time it stranded me. It took rebuilding the left brake master cylinder. New o rings might be fine.

Yes, mine works fine without an antenna as well. There is a selection in the configuration menu that turns the internal gps on/off. Mine is connected to my 430w and doesn’t have an external antenna, so it’s supposed to be off, however… the g5 will accept the best gps solution it has available. I want to say @PT20J asked garmin about this, but I thought they can also use pitot input to help them stay aligned if gps goes out?

I had that happen after an annual at a well known msc. They did install a new trim torque tube, so maybe understandable? I noticed on the preflight that that paint line at the tail looked different- the tail was at a different angle. They disagreed. Luckily i was ready for it at rotation because she tried really hard to nose up like a Concorde!

I think I’ve read of a few people on here that have gone with just the 2 servos. Especially for the older models that didn’t already have electric trim. The g5 (g3x) will annunciate “trim” kind of like an stec 30a. I do agree, by the time you’ve got someone opening up the airplane and installing a gfc500, go for the trim servo at least.

Thanks! I don’t know. Previous owner had that done at some point. I’ve had the airplane about 9 years and they’ve held up well. It could use new carpet and some headliner work, but I mostly concentrate on keeping it mechanically sound and having a good functional panel.

I only disagreed with you saying that you didn’t need to check distance as well as course to verify being established on a specific segment of the approach. Blanket statements like that make it look like that’s acceptable on any approach and it’s not.

Here's a couple of pages from the controller handbook about getting cleared direct to the IF for an approach. Angle less than 90 degrees and you must be held at MVA until the IF.

Yes, it needs to be properly secured, oriented and mounted. Typical location are in the aft avionics area behind the baggage or out in the wing. The installation manual is available online and should guide you through.

Yeah, I was just thinking that if a g5/430 combo, does it, certainly your setup should. I would take it back to the installer. There is also a setting in the gps to do this. Possibly it isn’t set right there?

This is purely anecdotal, but… I have dual g5s, stec 30 autopilot, gns 430w and it does auto switch. I would be surprised if yours did not with a newer gps and newer pfd.

I agree with most of your comments, but here’s a couple nit picks… 1. You said “Once you turn inbound, you are actually on an intermediate segment (note the thick black line), which is a published segment of the approach and you can then descend in protected airspace to the altitude at the FAF.” However, you still need to look at the distance to the faf to see which intermediate segment you’re on. This approach it didn’t matter, others it does. See example below. You need to fly the segment you are on, not just to the FAF. It is easy to get vectors out past DIYSA (4.5 to the FAF) and then turn inbound and bust the step down if you descend to the FAF altitude. 2.Also, getting direct to the IF is definitely possible. You may get “cleared direct to CAPOG, maintain 4200 (mva) until established. Cleared the approach.” Depends on the mva where you are. You have 6nm after CAPOG to descend which will be a little over 4 degrees, not terrible, and better than what he actually had to do. You can start an approach at an IF, but ATC has limits to the maximum angle of your direct course to the IF, 90 degrees I think, but we’ll have to check my source. An IAF allows more flexibility for that initial turn, but an IF is fine if you’re roughly aligned. PS. I have the same exact background/certifications as your friend, did we talk?!

My 68F does too.

No, I agree if you define “bailout” that way, and we can debate the good/bad of that decision. I just wanted to separate insuring deposits above the normal limit from making bank ownership, equity holders, debt holders, etc whole. They are two (mostly) separate groups. Just saying “bailout” can leave many misconceptions.

The term “bail out” is pretty well defined for an airplane or maybe even a boat. But in the context of a bank? No. To me, a bailout is making the banks bond holders and equity ownership whole. The government is not doing that. If you own part of the bank or hold its debt, you’re out of luck. Allowing people to withdraw money they deposited for the bank to hold is not a bailout imo. Now, is it in line with fdic insurance > $250k? No, of course not. That’s the point that we might discuss and disagree on. That is different than the connotation of a “bailout” of the bank which people assume means the govt supports the bank ownership - ala 2008…

No, the example with your red box is exactly what I’m talking about. You are established on the approach course but not established on an approach segment. You have to be very careful and specific about saying “established” because if you’re cleared for the approach and “established on a published segment” you can descend to the published altitudes. If you’re “established” on the course, that doesn’t mean you are established on the approach. The key is knowing when you are established on a published segment and which segment it is. Both require looking at the distance to the waypoint (faf).

Also Jimmy Garrison at GMax has a valuation guide that they will give you if you call and ask. Pictures would help, but $80-$110k?

One clarification that I’m sure you’re aware of, I’m just say so that someone else doesn’t get confused… you said: “you are established once the CDI is at half deflection, no matter how far out you are.” but you actually need to be on a published portion of the approach, so you need to check the distance from the waypoint as well. It is definitely possible to be outside the furthest portion of the approach (ie, not on a published portion) and have the cdi centered. Very easy to do on an ils that has an arc, but you get vtf… Does that make sense?

You will need to think proactively and tell them what you want. Fight the tendency to just let them decide what you’re doing and how you get there. Most of the time they will default to vectors to final. If you want ALICE, ask for it by name (without asking for vectors). You will give and take with the controller, but you need to make your wishes known.