Houman

Yep, doing part of that tomorrow before leaving for the Mooney Caravan, once I get back, I will have them update the GTN and test it. The problem has always been the CFI's that I have got are very good with flying C172 or Beech, but no experience on the Mooney. I had found 1 Mooney savvy instructor, but his prices were way high and since he was coming from a good distance with his Mooney, he was going to charge me his travel costs, kind of normal but too much... maybe I should take him on his offer for an hour or 2 and see... Hoping some in Caravan or MAPA in June can give me more information and fly a bit with people that know these birds...

Thanks Yves, I will have to try, I'm at the start of my IFR training and the CFI's that I have are not used to my airplane, GTN or the HSI I have in the aircraft, it seems they are mostly knowledgeable about the procedures on the school C172 or Multi's So I feel like a beginner trying to not only understand IFR approaches, but also diagnose a potential problem that might be with my setup, or the way I'm using the stuff or both. Thanks !

I only have 1 compass on the metalic bar on top of the glareshield, if there is a 2nd one, then it is not mounted on the console. I first tought this switch might have to do something with my nav equipement, nav1 being the GTN and 2 being a radio... Reading the HSI pilot guide, I now understand that the slaving is only for the compass rose card in the hsi and should have notting to do with the GS indicaror...

Trying to understand why my HSI is not showing Glide slope and wondering if it something I'm doing wrong, can someone tell me what this slaving to do my HSI, I know the HSI compas rose is slaved, but is it controlled here where it is getting the info ??? I'm trying to get my avioncs guy test the GTN and see if it talking properly to HSI, I'm getting vloc on HSI from GTN... See picture for slaving option. Thanks !!!

Could it be just a mistake, someone with a registration very close to your and got the flight plan wrong, or are they intentionally using your tail number with ATC continuously during the flight ?

Well I noticed my nav Database on the 650 had expired at the end of April, so I guess it still could the NAV update as well. Will check it next time I go flying !!!

Actually not all of it, not my terrain and some of the other items, but the actual nav data was updated last month.. I'm unfortunetly at an airport without any instrument approach, so I can't even test the radio part, starting my IFR training, it is difficult to know if it's me or the plane, and my 2 CFI's are not familiar with my airplane, only with school C 172 planes...

Yep, in Vloc mode, but ILS glide scope flag was still there. I'm wondering if this ever worked, it's my 1st tries in the IFR realm since buying the plane and having a GTN 650 installed last year.

Ok, I'm just starting to do some IFR training and yesterday with my instructor, we did some approaches, VOR, VLOC and trying to capture the glide slope on the ILS ( HSI ). I have a GTN 650, coupled with my HSI. What ever we did, we were unable to capture the ILS glide slope, the flag on the glide slope in the HSI instrument always stayed on, even after tuning the right nav frequency for ILS and verifying it. I think it is something we are not doing right, the GTN 650 pilot manual is not very helpful on this, wondering what am I missing, since my instructor was not able to figure it out either. Thanks for any advice or hints...

Did you mean unused or unusable ?, I would guess an unused aircraft would be sold by Mooney at a hefty price just wondering...

RocketAviator, I had a surprise though for the passenger seat bench, even though the holes were there, the required support tubing inside was not. It can be purchased from a Mooney supplier for under 75$, but in my case, the back bench was already covered and it would be too much labor to remove it and fix that. Next time

tt is actuallly easy, I got it now on my seat's while they were redone couple of weeks ago, make sure the holes and tubings are there to start with, you can check that by runnning your fingers on the top of the seatback and if you feel 2 holes, you most probably got the headrest option there. Then go to an automtive shop or scrapyard and get 2 old headrest that you like, the tough part is making sure the rods are the right size, then have someone put new foam and cover them with the same leather or cloth you have on your seats. Mine go up and stay up where I need them, but they don't actually click to lock, it's more of a tight fit that keeps them in place, I'm really happy with them. This is exactly the process that my upolstrer did for me, and here are the results...

Erik, I got t get up there with you some day, i think there is so much more for me to learn on how to best run the beast that is the Rocket... Let me know if that is something we can do at some point, I would come to where you are... Thanks

Thanks Carusoam, that means it was wrong to begin with having the yellow wire connected to red on #6, so by putting the yellow to yellow and red to red, we are now using same type of wire all the way from EDM to Cylinder.

That is precisly what we fixed, we now have on all 3 even number cylinders yellow on yellow and red on red... We did'nt bother to check the other side ( odd number cylinders ), since we tought it would be too strange if the default would have been Yellow on Red and Red on Yellow. So now that we have the same color from JPI to the Probes, hope the numbers will be more inline and real... Wondering if there is an actual way to verify, like a manual tempeature gauge on the ground we can put against the cylinders and check... How do they usually verifiy temp accuracy when installing these probes ???

Thanks Clarence, do you know the usual colors used for CHT and EGT probes, if red is usually EGT ? One thing that was difficult to see was to see if the Red was always to EGT ( on the exhaust ) and yellow to CHT ( to the cylinder head ), since the colored cables were going into a heat protection to both of them and then into a kind of cable protection tissue so not easy to tell which went where...

I'm in as well

wow I'm jealous, next time let me know and I will try to join...

We did just to run the engine after the oil change, CHT and EGT seems near the other cylinders, but didn't run long enough to get a real idea... the weather was too hot to fly and I had other stuff to do..

Hi, As some might remember, I have been having some issues with cylinder #6 CHT being about 50 to 75 degrees hotter than the other 5 cylinders. Sometimes less on low cruise. Today we were doing an oil change on the Rocket and I asked my mechanic to check it. The idea was to interchange #4 and #6 JPI probes so to see if it is a cylinder or probe problem. When opening it up, we saw something completely unexpected. It seems that the EGT/CHT probe has 2 cables and there is the part that comes from the JPI EDM, then near the cylinders, it has another interconnect to the heat shielded cable to the CHT/EGT probes. The cables are composed of 1 yellow and other red for each cylinder. In the #4 and #2 cylinders, the yellow coming from JPI connects to yellow cable going to the cylinder and red to red. On #6, the Yellow wire coming from JPI was connected to Red extension to the cylinder and Red from JPI to yellow going to cylinder. We found that extremely strange that someone would make such an obvious mistake, or was it a mistake. Wondering if that was the problem I was having. My mechanic was telling me that these cables are not interchangeable, since even the length of the cables are important in the resistance and data provided to the JPI EDM. We reconnected on #6 the Yellow on Yellow and Red on Red, but I have not flown it to see if that would fix the temp overheat on #6, how can I be sure if the temps given to me know is the right one, can I trust the EDM data displayed ? Here are couple of pictures, wondering if it was normal to have Red on Yellow on #6 where on #2 and #4 we had yellow on yellow and red on red. Thanks !

yeah it was actually bumpy yesterday afternoon, that probably contributed to my motion sickness...

Ok, at the risk of being ridiculed, I would like to use the current collective experience here for a very unexpected situation : Contexte : I started yesterday my 1st IFR training flight, I have about 200h of flight time and in that, about 10h of instrument, 5h of which was done in my PPL on a C172 in 2013 and the other 5h early 2014 for my night rating in a Beech Sundowner, both planes were much slower than the Rocket and I had not done any IFR flight training on my Mooney as of yet. I have done a bit more than half of my ground school training for my IFR rating and started yesterday my IFR flight training. The training is given by a friend of mine who is a CFI, he is pretty young but has several other students, he is a great pilot and very knowledgeable. It was intended as just a familiarisation to holding patterns using the hockey stick holding pattern ( not sure they use the same in the states ), and after 10 or 15 minutes of pattern work that consisted of going straight for a minute, then turning V1 to a target heading and then starting again, I had to call it quits, because I felt nauseated and was very close to throwing up in my spanking new aircraft interior that was redone last week. I have not felt that sick and near throwing up while flying in a plane since my early days of PPL when my instructor was showing me spins and spiral recovery, so was very surprised to feel that way just because of several V1 turns. So wondering why I was getting sick, is it the number of V1 turns and always looking at my instruments and not outside that much ( not wearing a hood, but still too concentrated on keeping altitude, V1 turn rate and target heading ), was it because it was the end of the day and I was pretty tired or lack of proper ground training, or mal nutrition ? Any suggestions or recommendations for next time, have you guys had similar experiences ???

Hi, I have a new mechanic that is taking care of my plane and we are doing an oil change this weekend ( has about 30 h since last oil change ). He has some Mooney experience, but not Rocket and he is trying to find a part number for the oil filter for the rocket, anyone would have that handy ? I reviewed the POH manual from Rocket STC and there doesn't seem to be a part number for this. Thanks !

I'm really surprised you can duplicate MEDECO keys, I was told that it cannot be duplicated without a certificate and master chain or something like that.

I had some issues as well, the copilot and baggage door have the same MEDECO key lock and it seems to order to make a copy, we had to get a master key pattern or something from MEDECO at a cost of nearly 70$ and then duplicate could be made. We abandoned the request, we have 2 keys and only time we lock the plane is when not in hanger.