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Very nice work! Thanks for sharing this. Rick

I visited the avionics shop today and he said the same as Bill. B makes A obsolete. You can combine traffic systems as in a TCAD application and tie it back to the 530 to work in conjunction with the GDL 88 system. I have a TCAD application and it's great for vertical separation but no direction indication and limited to two targets. Old but accurate!!! Personally like having two independent systems for redundancy. He also confirmed the Radar picture has its opportunities regarding cell tops and color. There is no configuration screen for this..... as a matter of fact there is little you can change. I do not see a setup screen that defines "What is CLOSE, from a converging traffic standpoint." Firmware updates are continuously being sent from Garmin so I'm assuming this is work in progress!!! I was surprised how easy it was to do a diagnostic check on the system. Tech just plugged into a USB extension on the 88 receiver and increased the Audio alert volume with a couple of keystrokes. All in all...... I would do it again, especially if you fly into congested airspace. I live on the Gulf Coast and going to Jack Edwards and Destin on the weekend can be eye opening when you see the amount of traffic on the display that you would NOT normally know is around you...... Rick

The book states TSIB provides the bridge between the current radar based ATC system and future ADSB based system. I do not see any reference to TSIA in the manual. Shoot me your email and I would be happy to copy pages from the manual. Garmin has a GDL 88 QnA guide on the website too.

Finally got the GDL 88 installed. I have only 3 flights with it but have to say so far its doing the job as promised. It truly surprised me how much traffic was actually around me that I would not have seen. The audible alert system volume needs to be tweaked but the 530 screen did change from the navigation page to the traffic screen when I was within 1 mile and + or - 200' of converging traffic. I've had little experience with the weather portion of the system but I did notice the color intensity was different than what the Garmin 510 depicted with the GDL 39 antenna. Need to spend some time setting all the parameters up on the next cross country. Rick

Looks to me like the spacer in the door that provide rigidity between the plastic and the inner frame. I just repainted my plastic and two fell out when I removed the plastic from the door frame.

I don't know if I should apologize for starting this thread, or say thank you for all the replies...... At the end of the discussion (in which I see there will be no end) T&G's are simply another maneuver to maintain pilot proficiency. If you... as the PIC do not feel comfortable......don't do them! When I first wrote the thread I should have clarified I did not mean "hours of T&G's......" too costly in these machines! The thought process was.. when there was a condition that would provide some good approach and transition back to flight, it would be a good practice to shoot a few T&G's as it is a part of any pilot's primary training. Being a new Mooney owner I was concerned I was missing something vital based on the design of the aircraft as I have seen so much negativity on TNG's..... The thread did answer my primary concern...... It's not the aircraft that has a problem with the maneuver, it's the individual who may choose not to. Thanks Rick

Thanks everyone for the detailed replies. My take away is.... it is up to the individual, not a limitation of the equipment. I'm sure we all understand the additional risk, but like someone mentioned above, I did not know their was such an opinion NOT to practice this maneuver in the Mooney Community. I personally limit my flaps to take off position to ease the coordination back into flight. Even with several hundreds of hours in complex and high performance complex aircraft I believe staying proficient in this maneuver under various conditions is critical to remaining a competent pilot. Zero Flap T&G's are another great practice configuration. Really makes you focus on Airspeed control....... Thanks! Great Forum! Rick

Over the past few months I have read...... it's a bad idea to use a Mooney to practice T&G's......... I do not understand the reasoning. I have about 1K hours in several types of aircraft and have practiced this maneuver several times. I sincerely believe it makes us better pilots especially when practicing in crosswind conditions. My Instructor has several thousands of hours in various aircraft.. Lots of them are in J model Mooney's. I mentioned this to him and he didn't understand the reluctance either....... Sure it takes additional coordination of systems, but is there something beyond perfecting the skill set? What are the concerns? What am I missing? Thanks, Rick

Avionics are being upgraded as soon as the GDL 88 hardware is delivered. My Avionics shop tell's me they are running a minimal of 2 weeks behind on shipping. Going down this path will give me the best possible weather and traffic information at a reasonable price when coupled with the G530 as well as comply with the 2020 ADSB out requirement. It seemed like a no-brainer based on the pricing at 5K installed. I currently have the GDL 39 antenna coupled to the Area 510 and an Android Tablet running Garmin Pilot. Works OK but not like the 88 system I've seen in a friends plane. My understand is the 88 system actually initiates a wake up call to the ground station for information and the 39 is simply a receiver if the station is up and active. Will know for sure in 30 days....hopefully!

3M Super Duty Rubbing Compound followed by a good coat of wax.

About 650 hours PIC time with 25 of them in a M20C and 10 in a J model. Previously owned a 172. Just wanted a MUCH faster machine. Great Airplane!!

3M rubbing compound works well or any type of wax with a cleaner in it.

Looks like a few others made that dumb mistake as well. That's the best attribute of this forum. It full of learning experiences...... Mistakes are regrets.... I have none!

Thanks very much everyone! It was the overhead lights….. My partner took a friend that had "wandering fingers!!!!" He flipped the rocker to Dim and the lights stayed on for 3 days. I went to the Airport this morning to quickly check the battery and did not open the main hangar door. I hit the Master and NOTHING again!!! As I backed out of the aircraft I saw a dim glow. AMAZING how something so simple was that easy to miss. Lets say I feel very inept! I knewthe circuit was direct but still failed to take a hard look at it! I did not notice it until there was low ambient light and enough charge in the battery toshow a glow!! I will put a LED facing down to make it more obvious when the switch is on. Appreciate the replies!! Rick

Had a strange problem this weekend..... Went to start the Mooney, flipped the Master and NOTHING! No click, no lights....Nothing! I placed the Fluke meter on the Battery and is was not reading a Single Volt.... The plane had sat for three days since my partner flew her last. All switches were off and everything appeared to be normal. I placed a 5 amp charger on the battery for an hour and she started right up as usual. The Battery was drained as I saw the Alternator doing its job making voltage and current. I stayed on the ground for an extended period of time until I saw the amperage start to back down to slightly above ZERO. All systems looked fine so I flew the aircraft on a short hop. All electrical equipment was operating as designed. I have heard a lot of Bad about Gill Batteries but in this case I think there was reason for the full discharge. My question is......Is it possible for the Relay normally activated by the Master to stay partially engaged or for the coil to stay hot? I also see a diode attached as well. Could that have created the drain? The mooney is a 1992 M20J. Any advice would be appreciated. If anyone knows how to acquire electrical diagram it would be extremely helpful. FYI.... This site has been very valuable. What a great group of enthusiast helping each other maintain their passion for these great airplanes. Even with minor problems, these aircraft have some of THE BEST engineering I have seen in a very long time! Thanks, Rick

Check the position indicator cabeling. I have a 92mse and it will bind. Rick

Has anyone installed a 24 VDC power receptacle in the rear luggage area? I see Aircraft Spruce has an approved 24 volt receptacle and I was wanting to locate it in the baggage compartment to power an Ice Chest A/C unit. The cooler is remote control so there is no need to have a set up power leads running up front. My plan was to go through the rear carpet panel and run the power to the receptacle directly from the battery with an in-line 5 amp fuse. I realize this will require a field inspection. Just looking for input to those who have done this before. Thanks in advance for all the experience! Rick

Thanks for the info.

Yes, I am running leaned for the mag test. I start up normally, lean for taxi, run up in the same leaned position. After about a 5 minute taxi, run up, then full rich for take off.

Thanks everyone for their experienced replies!! Problem is now solved. This is going to be hard to believe but it was a mixture issue. My protocol was to lean for taxi to about mid range and until I saw the egt's increasing. During the annual the AP cleaned the injectors in which a lot of what looked like carbon was flushed out. The only thing we could come up with was... with clean injectors I was simply not leaning enough for taxi. Pulling the mixture back past the point I was performing the previous run ups stopped the excessive 200 RPM drop down to ~50 per side. I just made a one day trip from New Orleans to Nashville and the plane performed flawlessly! Once again....Thanks!!!

The Engine runs rough cycling through the right or left mag. With switch in the Both position I do not notice any loss of power at all. In flight the EGT's and CHT's are in normal range. I do have a four cylinder engine monitor.

Understood.... But if the plugs were wet, as in full rich from start up the the run up area(about a 5 minute taxi)would that also produce a Mag drop? I keep going back to the fact that my procedure hasn't changed. The plane was flown for 60 hour plus before the initial 175 RPM drop on the right Mag. That's what I do not understand. Thank you for your input?

Thanks for all the great replies! I have not changed the start up or lean procedure to the run up area. I do lean for taxi. The first drop was noted between two short hops. I have never seen a drop of this magnitude leading me to believe all else was normal and it was an individual Mag problem. The 175 RPM drop was on the Right Mag only. With the 500 check needed I spoke to the Tech at Quality and explained what I saw. Mags were returned, installed by the AP and timed. With no change in procedure to start, lean while taxing and run up I now get a 200RPM drop on both Mags. Running on Both Mags I do not see any loss of power or any increase in CHT or EGT’s

I have a dual magneto setup on my 1992 M20J. It is a Bendix 3000 series. I recently sent the Mags off to Quality Aircraft for a 500 hour inspection and because I recently experienced a 175RPM drop on the right Mag during a run up. There was a series of parts changed on the Mags including new gears, points, capacitor and impulse coupling. Mag was installed during the annual inspection and engine was timed. Aircraft fires up and runs smooth on both mags but I am now getting a 200RPM drop on both Mags. The drop is real as you can feel the loss of power and roughness. All plugs were verified good under pressure and the wires are new. I did an in flight Mag check at 2.5’K and did not feel ANY loss of power or see a RPM drop on either Mag. As always… I would appreciate any advice! Thanks....Rick