N231BN

The limitations section of the install manuals for any of the modern EFIS systems state that the fluid compass must be retained. For an older slaved HSI, the remote compass would have to be certified to TSO C7 Type II. A non-stabilized whiskey compass is a worthless instrument until you actually need it. If you are tired of a leaky compass an upgrade to a vertical-card is a good fix.

Ha! That was a little tongue in cheek. I had to flush the brakes on a 2006 Ovation last year so yours is due. The goo in his brakes wouldn't work at all in the winter! Once it gets that bad you really need to disassemble the calipers to get all of the gunk out. 2hr job max for a decent mechanic.

That's just 40 year old brake fluid. To do it properly you should also remove the calipers and disassemble, clean, and assemble with new o-rings.

The next time you fly that approach go ahead and activate the MAP after landing to see if the HSI switches back to GPS automatically.

Well there ya go, when in doubt RTFM. I thought it would be interesting to see how the GI-275 specifically behaves in this situation since it communicates via Garmin HSDB vs dual ARINC interfaces like an Aspen or other non-Garmin EFIS. I came across this in the GI-275 Pilot's Guide(I assume properly configured means CDI button enabled?):

When you activate the MAP it should auto-switch back to GPS.

A Mooney has differential ailerons in that they travel up more than they travel down. Any play inboard of the aileron bell crank will be amplified in the up position due to geometry. I just checked my airplane and it is the same as yours.

I just did a quick read-through of the GI-275 manual (google finally found one) and I didn't see any requirement to disable the CDI key on the GTN. There isn't any point to enable it either, the GI-275 communicates via ethernet(HSDB) so it is receiving both sources through that interface. If you had a GI-106a also connected to the GTN as a backup indicator then it would control that but has no effect on the GI-275.

I suppose it would depend on the EFIS install manual but I don't think it would have any effect if it were enabled. I flew a G500/GTN equipped aircraft this summer but I don't remember if the button was available. Years ago I flew a G600/GNS equipped aircraft, I always used the CDI button on the display, I can't remember if the button on the 530 did anything.

That is because the main analog outputs are still displaying GPS data. Section 5.5.5 of GTN manual: CDI Key To enable or disable the CDI key, touch the key to the right of CDI key to toggle between enabling and disabling the CDI key. Disabling the CDI key causes the CDI source to always display as GPS and removes the CDI key. This may be necessary for certain EFIS systems where navigation sensor selection must be accomplished on the EFIS or its control panel.

As I tried to state last night, I believe it is supposed to be disabled on the GTN as the GI-275 is receiving VLOC data on a separate output. The CDI key on the GTN only switches the main analog outputs which aren't used by the GI-275.

Most likely the GI-275 is using both the MAIN and VLOC ARINC outputs of the GTN(or perhaps HSDB). It is receiving both outputs at the same time and decides which one to display, and then forwards that information on to the autopilot. This way they can provide different color needles for the difference source as well as VLOC preview while on GPS.

I had one of those too, it was good product at the time. I started with GP on an Android tablet when it was a spinoff of the My-cast weather app. I now use an iPad as they seem to prioritize development of that platform over android but I have always preferred it to fore-flight.

There is a chart in the Continental manual that gives you a correction factor for setting fuel pressures when you can't get rated RPM on the ground.

IO-550-G is rated at 2500 RPM.

Good question, if the OP has the factory electric clock what usually happens is the terminal loosens up on the inside which allows it to contact the case. I've seen it on Cessna's and Mooney's which use the same clock in those years.

The overhead lights are on the hot buss, there is a fuse in the back by the master relay.

What other alerts does the G3X give? Does it have an option for a silence button?

Feels good to be a beta tester after spending all of that money right?

The applicable drawing for your airplane is an incredibly detailed file, I was able to export it at about 1/2 resolution but it is still very detailed. Envelope G.pdf

Good news about your turbo. I really doubt that low static compressions would be causing your issue. Did you check out the alternate air system to make sure it doesn't have any leaks?

I like beer!! Send me a message if you have any other questions, I'll be happy to help where I can.

Turbo installation is part of the engine so it's in the Continental IPC: MS20074-04-10 MS35338-44 Lock Washers

If it's a MS-style probe with a cannon plug they actually work opposite of that, an open circuit pegs high and a short goes low. The gauge sends a fixed load to the probe and the higher the resistance, the higher the voltage.

Thanks for that link, I ordered one and just installed it on the customer's Ovation. Regarding the Energizer starter and the AC compressor, I think it would just fit but this option gives a lot more clearance. When I removed the CRAPPY Iskra starter(did I mention they are crappy?), I matched up the angle of the drive on the new starter thinking it would slip right on, wrong! The starter has so much back torque that the spring unwound at least a 1/4 turn, no wonder this airplane is on it's third starter drive in 700 hrs. In fact, I had to use pliers to turn the starter backwards. This is the third Iskra starter I've replaced now and hopefully another happy customer.