Deb

Here's a link to the article Kevin referenced: http://www.aviationconsumer.com/issues/43_3/maintenancematters/Spin-On-oil-Filters_6355-1.html Tempest generously donated a set (12) of fine wire spark plugs to the Mooney Summit and the Bob Gilliland foundation in October for the silent auction. (Full disclosure, I am a board member.) This alone would make us choose Tempest.

There is some discussion of this on Beechtalk.com: I had the same issue with a GTX 345 and 430W. The error is transmitting 'air' status when on the ground. My installer had the emitter category mis-configured as 'Small' as opposed to 'Light' and the max airspeed set to <300 kts vs <150 kts. This may have screwed up the internal air vs ground logic. Haven't yet flown it since these changes were made to know if that was the problem. Anybody else see this and know what would cause it with a GTX 345 or 345R? And: Yes, I know of someone else who is seeing a problem with "air on ground" errors with the 345, primarily occurring after landing for up to 2 to 3 minutes, triggering an error in their FAA report. They have swapped units with no change. Interestingly, the flight timer is also running during this time, so it certainly appears to be a logic problem versus the ground equipment. So far, no word from Garmin on what could be causing this. My 345 works fine, and I have the same installer, so it seems unlikely that it is a configuration issue. Also: Regarding the "air on ground" issue. I found Garmin Service Advisory 1629. Deals with the GDL 84/88 interfaced to GNS and GTN boxes. It says the air onground error can be caused by taxing before the navigator has a 3D signal. I'm wondering if this may the cause of my problem with the GTX 345r. I have been disappointed with Garmins lack of customger service with this problem. You might try emailing Trek Lawler at Garmin: trek.lawler@garmin.com. He's usually responsive.

According to Garmin, the GTX will display ADS-B traffic and weather with the software update to v0401.34. That software version has v14.03 of the GDU (MFD) (minimum v11.12 is required). It will also be able to use the WAAS position source from the WAAS GPS antennas; that means that the version of the GTX 345 without the integral WAAS GPS will work.

I believe you can fly directly to an IF under certain circumstances: From: http://blog.aopa.org/opinionleaders/2014/01/28/three-ways-to-start-an-instrument-approach-vectors-iaf-and-intermediate-fix-if/ "One rule change that frequently causes confusion among pilots and controllers alike relates to the third way to fly an instrument approach. All instrument pilots know you can fly an approach with vectors or use pilot navigation to start at an IAF (initial approach fix). However there’s a third way that’s been around since 2006, but word about it has been slow to get out to pilots and even to a few controllers. Pilots can now start an instrument approach, with some restrictions, by flying directly to the IF (intermediate fix). Just to remind those who may have forgotten, the initial segment of a typical instrument approach procedure starts at an IAF and ends at the IF. So typically the IF is the next fix after the IAF as you fly toward the airport. The rule applies to all approach types, not just RNAV (GPS) approaches. Here’s the current text from the AIM: ATC may clear aircraft that have filed an Advanced RNAV equipment suffix to the intermediate fix when clearing aircraft for an instrument approach procedure. ATC will take the following actions when clearing Advanced RNAV aircraft to the intermediate fix: 1. Provide radar monitoring to the intermediate fix. 2. Advise the pilot to expect clearance direct to the intermediate fix at least 5 miles from the fix. NOTE – This is to allow the pilot to program the RNAV equipment to allow the aircraft to fly to the intermediate fix when cleared by ATC. 3. Assign an altitude to maintain until the intermediate fix. 4. Ensure the aircraft is on a course that will intercept the intermediate segment at an angle not greater than 90 degrees and is at an altitude that will permit normal descent from the intermediate fix to the final approach fix."

WingX lists FREEP, HUB and OBVIE as initial fixes.

The FAA recently released a Safety Advisory for Operators (SAFO) regarding slow flight and the Private Pilot Airplane Airman Certification Standards (ACS) (formerly the PTS) in June, 2016. "The revised evaluation standard states: Establish and maintain an airspeed, approximately 5-10 knots above the 1G stall speed, at which the airplane is capable of maintaining controlled flight without activating a stall warning." https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/media/2016/SAFO16010.pdf The SAFO goes on to state that this will be reflected in the next revision of the Airplane Flying Handbook which the FAA anticpates will be in October, 2016. The SAFO does not address the Commercial standards.

It is also a Beechcraft/Textron issue and a Diamond issue. By contrast, Cirrus has had several updates. In our case, it's both a Mooney issue and a Garmin issue. Garmin needs to supply Mooney with TSO'd software. Mooney needs to certify the software and then issue a Service Bulletin for installation. The G1000 and the software are part of the airframe Type Certificate, so everything has to go through Mooney. Here's a recent thread at Beechtalk: http://www.beechtalk.com/forums/viewtopic.php?f=21&t=126428&start=0

Bob, We spoke with Mooney (in person) at the end of June, and (tried to?) share our (STEC G1000 owners) concerns. Unfortunately, Tom Bowen had been called out of town and didn't meet with us. We did meet with Dirk Vander Zee (new VP Sales and Marketing) and Paul Kehner. Mooney does not know how many of us there are; we agree with you that there are perhaps 125 of us or so – some may have opted for the $40,000 upgrade available in 2009-2010. Tom said he was committed to the project when we spoke with him at Sun-n-Fun in 2015. Our take is that Mooney has focused on other priorities (M10 and the Ultras). In addition to the STEC G1000 Mooneys, the rest of the pre-2013 G1000 Mooneys are still using the October 2008 software. As far as we can tell, Mooney hasn't looked into making the latest version of the software (v0401.34, circa 2014) available to those airframes. There is also the issue of ADS-B compliance. It's probably premature to consider legal action, but it probably wouldn't be a bad idea if we identified each other in order to voice our concerns and opinions as a group. There are several of us who have posted in the thread, and a handful in Australia. Best, David & Debbie

George, This thread may help: http://mooneyspace.com/topic/18918-need-ovation-3-stc-performance-charts/#comment-279720

Mike Elliott is a master CFII who owned a Bravo. He's the "go to" Mooney specific instructor in your area (he lives in Tarpon Springs). He also co-founded the Mooney Summit which he runs at KECP in the beginning of October. His email is mike at aviating.com.

Early Ovations may have had 89 gals useful fuel standard, with 102 gals as an option. Later ones (Ovation 2) may have had 102 gals as standard. The Ultras are going back to 89 gals standard with 100 gals optional.

The STEC 55X manual has a 60 step pre-flight test procedure... We perform the pre-flight test procedure regularly, and certainly before any flight on which we might encounter IMC or on any long distance flight on which we expect to use the autopilot. Randy Herren who's now retired from Autopilots Central posted the following two posts on Beechtalk: "Do you perforn the [STEC 55X] autopilot check in your POH prior to flight? I can guess from the servos we see for overhaul or repair. Part of the Preflight check is to override the servos-including the trim servo. If the clutches are not over ridden every so often, the torque needed to over ride a runaway servo increases. I have had a few so bad the cable breaks before the clutch slips. After you finaly break the clutch loose the first time on a servo that does not get over ridden the clutch will slip at a lower torque. The clutch is a saftey device, it will not hurt it to be over ridden on the ground (one exception is the cessna autopilots that have shear pins) If exercised the cluth will stay smooth and the torque required to over ride it will stay constant. The king autopilots recommend the clutches be removed and checked yearly. Just a thought." and "The following will not damage any thing; If you have not over ridden the clutches in a while, if you find they are hard to over ride on the ground, or not smooth when you over ride them try this; with the engine up and running start with the roll. Turn on the autopilot in heading mode. Move the heading bug 90 degrees to the right, when the control yoke gets full right manually turn it smoothly full left and hold it there for 60 seconds then release. Repeat the override to the right 3 times, then do the same with the heading bug 90 degrees to the left. You should notice the clutch getting smoother. For the pitch, using the pitch rocker on the controller, command a full down command and over ride full up for 60 seconds release and repeat 3 times and then repeat with a full up command. For the trim clutch start by just holding the trim wheel and running the electric trim switch up for 30 seconds and then down for 30 seconds, repeat 3 times. This procedure duplicates the method used on the bench to run the clutches in, and should help get them smooth and closer to the original torque settings." Here's the link to the thread: http://www.beechtalk.com/forums/viewtopic.php?f=21&t=64423&hilit=randy+clutch+dan

Please note that "the automakers and their private jet controversies" occurred in November of 2008. Although the election was the previous week, Bush was president at the time. http://abcnews.go.com/Blotter/WallStreet/story?id=6285739&page=1 Currently, Representative Bill Shuster (R-PA) is the leading proponent of ATC privitization. This is opposed by all the GA groups: The bill, H.R. 4441, introduced by House Transportation and Infrastructure (T&I) Committee Chairman Bill Shuster (R-9-PA), authorizes programs and funding for the Federal Aviation Administration (FAA). The measure calls for the creation of a new, private ATC entity, removed from congressional oversight and governed by an airline-centric board. https://www.nbaa.org/news/pr/2016/20160212-013.php

For transition training, Mike Elliott (Master CFII) is excellent. He posts frequently on Mooneyspace. His email is mike@aviating.com. We've met Chris Reilly and he is very conscientious and fair. Good luck with your purchase!

Phil Corman had a nice write-up of 4 different routes to cross the mountains; it was in the November, 2013 issue of The Mooney Flyer: http://www.themooneyflyer.com/issues/MooneyFlyerNovember-2013.pdf.

I think it's this one:

Tom, I was sitting in the back scaring the daylights out of my husband. He didn't believe me when I said I could loop the glider!

We went glider flying today. Debbie demonstrated a 200 ft rope break. That's landing back at the airport ("impossible turn") from 200 ft AGL. Minimum sink speed was 42 kts and best glide speed was 48 kts, so we were cruising at about 45 kts – only 130 kts slower than the Mooney. Here's the panel (Blanik L23): There is no battery in the glider, and the Hobbs meter doesn't have one either. The on/off switch is presumably for the Hobbs, which works off the pitot tube. Note the extensive checklists! The "ball" is the piece of yarn on the canopy (yaw string).

Thanks so much for posting this! I'll forward this thread to Trek Lawler at Garmin. Hopefully he'll be able to disseminate the information to the dealer/installer network.

This was posted on Beechtalk by Monte King: Here is information from the local pilots group at Tierra Linda Airport, Kerrville, TX. "It is reported that Jack Jackson and Gwynn Groggle along with friends Charles and Carri Torti were killed when Jack's Bonanza crashed near Tupelo, MS this morning. I was called by a detective from the Tupelo, MS police asking for information about Jack and those on board. The detective told me that Jacks plane had crashed shortly after takeoff from Lee County Regional airport. News reports say that Jack had reported smoke in the cockpit. News reports also say that four people on board were all killed however the police were calling me to determine the identities of the other two passengers, Jack and Gwynn were wonderful people and were the founders of the Kerrville CAP Squadron. Jack was our first Squadron Commander and served on TX WING staff as Director of Operations and Deputy Wing Commander for 10 years. Please keep their family members in your prayers." Full thread here: http://www.beechtalk.com/forums/viewtopic.php?f=41&t=123304&start=0

We have an Avidyne TAS 605 active traffic system. It works by interrogating transponders and will receive target information from an aircraft with any transponder (note: non-mode C transponders won't be tracked by the host aircraft above 12,000 ft). If the target aircraft has an altitude encoder, its relative altitude will be displayed/annunciated; otherwise the target is displayed/annunciated without altitude information ("altitude unavailable"). This system is independent of ADS-B. The range of the system is variable, depending on the model. Our range is 13 miles and +/- 5,500 ft. There is also a ground mode: It senses when you are on the ground (typically during startup) and does not display/annunciate other traffic on the ground. It will display airborne traffic. So we would be alerted to landing traffic (as José was), but not to an aircraft taking off from another runway (or from the opposite end of the runway). Here's a link to the Pilot's Operating Handbook for Avidyne's TAS 600 series: http://www.avidyne.com/files/downloads/600%2D00145%2D000%5F1%2Epdf.

There is extensive discussion of this tragedy on Beechtalk: http://www.beechtalk.com/forums/viewtopic.php?f=41&t=122787 Salient points: 1) Use the turn coordinator to keep wings level; consider using only rudder to turn. 2) Airspeed, altimeter and VSI to to maintain pitch attitude. 3) Consider lowering the landing gear to reduce speed. 4) Some rate based autopilots use a turn coordinator (STEC, for example); they can at least keep the wings level. (Edit: Sorry, this has been posted and discussed). 5) Consider installing an electric AI as a standby instrument.

Sadly, Jared is no longer at Mooney. He is with Embraer.

Tony posted this picture on Beechtalk:

We are also based in South Florida and frequently fly over water. We've been to several safety/survival seminars given by the Coast Guard Air Station at KOPF (at Opa-Locka, Miami). They emphasize that in a water ditching (landing?), the only things you're sure to have are what you're wearing, what's in your closed pockets and what's attached to you or your life vest. Our life vests are boating ones which inflate manually and are pretty unobtrusive when worn. We always wear them when flying over water, and each of us has a PLB/EPIRB and whistle attached to the life vest. We also have a small raft and we take our ditch bag from the boat (flares, diving flashlight, signaling device, dye marker, marine and aviation handheld radios, leatherman tool). Hopefully we'll have the time and presence of mind to take everything with us (including some bottles of water), but we recognize that circumstances may prevent that.