Vance Harral

Thanks to @Bryan and @kortopates for the informative posts, and apologies to @BaldEagle if I've sidetracked the thread a bit. Hopefully he finds the discourse helpful.

Have you actually tested how this failover works, maybe by ejecting the FS510 from the GTN? I understand that in principle the iPad hardware and EFB software could drop the AHRS data stream from the 510 and seamlessly pick it up from the 345. But I wouldn't be surprised if it's not that simple in practice. It's common for connectivity stacks to try to re-establish a connection with a lost device for a while (or forever), before switching to some other source.

No Flightstream devices of any kind in our airplane at this time, only the GTX 345. Connecting is straightforward, as there's only one wireless device installed. My experience with GTX345+FlightStream combos is one-off rides in other people's/club's airplanes. Given that those setups only broadcast one device to pair with, it appears those airplanes were either mis-configured, or perhaps deliberately configured for "simplicity" vs. "maximum connectivity". No idea if the owners understood the limitations they were living with. ... which raises an interesting question for avionics shops. Given that many customers have only a tenuous understanding of the technology involved, I wouldn't be surprised if the shops generally configure installations such that only one BlueTooth or WiFi device is broadcasting. Otherwise, a healthy percentage of their customers are going to constantly be connecting to the wrong device, and coming back to the shop complaining something is wrong with the installation. And you can imagine the headaches for a rental operation. With the increasing number of portable and panel-mounted gizmos with wireless connectivity, this problem is only going to get worse.

For what it's worth, I've always updated my cards right at the hangar using a laptop hot-spotted to my cellphone. Nav database is about 12MB. Safetaxi and obstacle databases are about 6 and 4 MB, respectively. Even the terrain database is only 24MB. Usually takes less than 60 seconds to download on 4G/LTE, and doesn't even show up as a blip on my data plan.

Definitely a nice feature. But again for those following along, this only works if you run Garmin Pilot. If you prefer some other EFB app, you'll either need to keep downloading databases manually onto the card, or maintain a Garmin Pilot subscription in addition to your preferred EFB. Thanks for the detailed info on BlueTooth connections, Bryan, really appreciate the helpful contributions.

Thanks Bryan, that's excellent news. We currently have no FlightStream devices in our own airplane, my experience is with other airplanes, that I'm now thinking don't have all the radios enabled in the Connext menu. This certainly increases my interest adding an FS210/510 to our setup, despite already having the GTX345. Just to be clear... if you connect a PED to the 510 via BlueTooth, that PED can show ADS-B weather and traffic? The 510 obviously isn't an ADS-B receiver itself. But I'm guessing that as long as ADS-B data is available in the Connext Hub (as put there by the GTX 345), the 510 can access and transmit it. If so, that would effectively allow 4 PEDs to receive traffic and weather: two via the GTX-345 radio, and two via the FS 510 radio, right? But now for the wildcard... the FS 510 runs $1500. For half that cost I could buy an Aera 660, which I understand can be hardwired to the GTN and receive data streams via the hardware. I had previously thought that was the only way to get an additional connection to weather and traffic data. That option isn't wireless, though.

I understand your point that there are multiple BlueTooth radios in the various gizmos. But in all the GTN/GTX/FS installations I've seen (which admittedly is a small set), Bluetooth connections are managed exclusively through the Connext hub of the GTN, and there is only one discoverable device for PEDs to pair with. Therefore, only two connections total for the entire system. If you look in the GTX 345 Pilot Guide, for example, it gives explicitly different pairing instructions for a GTN/GTX combo vs. a GTX 345 standalone device. It would be nice if there were multiple, independent discoverable Bluetooth devices as you imply: one for the GTX 345, a different one for the FlightStream device(s), and so on. But as far as I know, it Just Doesn't Work That Way (TM). If you've laid eyes and hands on an installation that actually does work that way, I'd love to hear about it.

Best as I can tell, the 2 BlueTooth connection limit is an architectural limit of the Garmin "Connext" architecture, based on the BlueTooth hardware they use. Doesn't matter if you have the FS210, FS510, GTX345, whatever - only two devices connected at once. Even as a fan of Garmin, with Garmin equipment in my airplane, I consider this a real and frustrating limitation. I frequently fly 2-pilot IFR training missions with a buddy. Each of us has an iPad. I'd like to also link up my phone and use it as a dedicated traffic display, but I can't do that with the 2-device limit. Other vendors use WiFi links, with virtually unlimited connections, which I think is a superior solution. I've heard it argued that you want to be sitting in your airplane on the ground with your iPad connected to the FBO's WiFi for last minute updates, and simultaneously connected to your panel devices via BlueTooth. But I think that argument is a stretch.

The Lycoming IO-360-A1A in our 1976 M20F had staining of the type you describe when we bought it in 2004. Still has it, still going strong 15 years and 1000 hours later. Periodically the oil blowing and dripping around the engine compartment gets bad enough that we get nervous and chase down the leaks. To date these have amounted to either seals, gaskets, fittings, hose clamps etc; or minor seeps from case bolts we're told aren't worth worrying about. But we've never done anything major like pulling a cylinder, R&R'ing the oil pan, etc. We just live with a certain amount of leaking. I feel like the key is look as hard as you can for actual cracks in the case and cylinders. If you can't find any, a bit of leaking and staining seems to be just par for the course.

The database concierge feature in the Flightstream 510 only works with Garmin Pilot at this time, no love for Foreflight. If you're not willing to switch, maintain a subscription to both apps, or bet that Garmin and Foreflight will work something out in the future, consider saving $500 and installing a Flightstream 210 instead.

We just went through a governor replacement and dealt with TrueSpeed Aero Governor: https://truespeed-aero-governors-inc.business.site/ We sent in an old Edo-Aire (Garwin) governor. They said they could repair it, but that the cost was about the same as purchasing an overhauled McCauley governor outright. I felt like they were a good shop to deal with and treated us fairly. I got the contact info from LASAR, apparently they use TrueSpeed for their governor work. TrueSpeed does seem to have some units on the shelf, so maybe they can help you.

+1 on rain taking paint off the leading edge of the prop. But in our case it's not a really gross de-lamination, just small cosmetic nicks along the very leading edge.

I bill $45/hour, but I don't always bill "handshake to handshake". In particular, on the very rare occasion a real-life diversion is prudent for safety, I never bill for the extra time. I'm interested in making diversions for safety as easy and painless as possible for the student. I bill $100 flat for a BFR (1 hour ground review of part 91 plus "about" 1 hour of flight). But I make it clear up front I'm not promising to sign off on the review for that price. Additional training may be necessary, billed at standard rate.

For what it's worth, we shipped our ancient Edo-Aire governor to Truespeed Aero Governors in Van Nuys this week for IRAN (we were referred to them by LASAR). When they found it un-economical to repair, they recommended the McCauley over the PCU5000. They're starting to get some PCU5000s in for overhaul and apparently there is a wear component (some sort of "pin") that is only available from the manufacturer, at a cost of over $700. They expect McCauley parts to remain available for the forseeable future, at lower cost. EDIT: the "pin" I reference above is actually an idler arm, and the story is slightly complicated, see my follow-up post below: https://mooneyspace.com/topic/28821-prop-governor-problem/?tab=comments#comment-486152

Type Certificate 2A3 for the Mooney M20 series: http://www.airweb.faa.gov/Regulatory_and_Guidance_library/rgMakeModel.nsf/0/60107bc8954c93a686256c24005b5075/$FILE/2A3.pdf

Hope both of you guys will PM me when you arrive, always happy to meet other Mooney pilots. If you're moving near the south end of town, happy to meet you down at KAPA for the occasional $100 breakfast. If you're on the north side, we can get together more often. I live in Erie, and we hangar our 1976 M20F in Longmont at KLMO. Drumstick, we're a 3-person partnership that has had 4 people in the past, and we're open to having 4 again for the "right kind" of partner. Welcome (in advance) to Denver!

As a person currently chasing what appears to be oil leaking out of an intake tube gasket, I'd like to understand this better. First, any way to differentiate an innocuous leak caused by a tiny dribble through a good valve guide, from a disconcerting larger leak caused by a valve guide that's starting to go bad and which might fail the wobble test? I'm hoping ours is a combination of the former plus an intake seal that's aging. But I have to account for the possibility the intake seal is about the same as it's always been, and the leak through the valve guide is getting worse. Second, when you say the oil runs "into" the sump, you just mean the intake tube portion of the casting assembly that contains the sump, right? I don't mean to nit-pick, just want to clarify for myself and others that oil in the sump never comes directly in contact with any intake tubes. Below is a picture of what people commonly call the "sump" on a Lycoming IO-360. Air from the throttle body passes through the bottom portion of this casting before entering the individual intake tubes for the cylinders. It's warmed by hot oil in the reservoir at the top of the casting, but there's no direct path from the reservoir to the intake plumbing unless the casting is cracked. I assume the sniffle valve is at the bottom of the intake passage in this casting?

Yes, bolts #2 and #4 for us. Here's a picture of the unit just after removal.

For what it's worth, that exactly matches the numbers for our 1976 M20F, just one year off your 1977 M20J. Because the airplane is in a partnership, costs are tracked very closely.

As others have said, plenty of room for large-frame individuals in a Mooney. But to be clear, the "small cabin" complaint about Mooneys isn't totally imaginary, for two reasons. The first is, the seat is closer to the floor of the cabin than other aircraft in the same class, such that your knees are less bent and your legs stretch further to the rudder pedals. This gives the Mooney more of a sports-car feel. as opposed to an SUV feel. Some like this, some don't. Second, the instrument panel is closer to your body. The upside is it's easier to see and reach everything. The downside for some is it can "feel" cramped to have the panel closer to your face. I bring these things up not as a criticism of the design, but just to make you aware so you're not surprised the first time you sit in one. If you understand the legs-out-in-front and close-instrument-panel aspects of the design, it will be easier to notice you have plenty of head/shoulder/elbow/leg room.

Turns out that's illegal in practice, as well as unwise. It's true you can fly IMC in class G without a flight plan or clearance and not violate 91.173. However, the FAA is officially on record as saying they consider flying IMC in Class G without a clearance to be a violation of 91.13. A copy of the letter of interpretation is available at https://www.touringmachine.com/images/ifr_checkride/IFR_Class_G.pdf

10K pressure altitude at 40 degrees Fahrenheit is a little over 11K density altitude. In my airplane, the difference is about 4 knots. Doesn't seem to account for 100% of the delta you're seeing vs. book numbers, but that's at least some of it.

While there's some truth to this, as a CFI, I've frequently traced complaints about "not making book performance" to pilots who aren't actually using the charts correctly. As an example, flying at 10,000' indicated on your altimeter is not going to give you the true airspeed from the 10,000' line in your POH unless the atmosphere is at standard conditions - not even if you're a test pilot in a brand new, perfectly rigged airplane. If you're crossing the Rocky Mountains enroute from Ft. Worth to Durango, the temperature at 10,000' indicated is frequently much warmer than standard. It would not be unusual for the density altitude at 10,000' indicated to be around 12,000', where the published book numbers for true airspeed are going to be slower for a normally aspirated airplane. Given that you don't mention OAT or density altitude anywhere in your original post, maybe a misunderstanding about the POH tables themselves accounts for some of the discrepancy?

Not a bad idea, we might give that a try. I appreciate the reassurance about letting it ride a few weeks. Don't want to do that for very long, though, as the volume of oil it's leaking is bad enough to easily mask other problems should they occur. Our goal isn't "bone dry", just "dry enough to be able to detect a change". We'll likely have the shop address a couple of other issues while waiting on the prop governor, e.g. the rubber couplings on the drain-back lines from the rocker compartments are seeping, oil sump gasket is oozing a bit (may or may not have some luck torquing the bolts there), etc. This engine is right at 2000 hours (and 27 years) since overhaul, so it really doesn't owe us anything. But compressions, oil analysis, and borescope all look good, and we feel like a few small oil seeps here and there aren't reason enough to pull the trigger on a full overhaul - even at the 2000 hour point. However, that strategy is only reasonable if you keep track of where the oil is actually leaking from, and ensure it's not something like a crack in the case.

Thanks for the replies so far. We've decided to R&R the governor for either replacement or overhaul and are in the process of scheduling the work with our local shop. A complicating factor is we have an ADS-B installation coming up in about two weeks that requires flying the airplane to the avionics shop, and we don't want to miss our slot. The local consensus is it's not an excessive risk to live with the prop governor leak a few weeks until the ADS-B installation is complete, so that's probably the direction we're headed. We got a recommendation from LASAR on prop governor overhaul: Truespeed Aero Governors. They work on older governors, approximately $600 to overhaul if the core is good. If it's not, they have a couple of options for replacement. We're hopeful an overhaul will work out, as in our opinion, the PCU5000 cost is too large and the weight improvement too small to be attractive.