Mooney in Oz

My previous autopilot was an STEC and the only criticism I had was its instability in turbulence, however I understand this is a limitation of a rate base system. Provided there is electrical power, it offers great redundancy.

Sorry I can’t help with your other questions, but IMHO one or two days is not enough to stop, see and enjoy everything that Oshkosh has to offer. If you can, try to arrive earlier and stay for at least a few days. It will be worthwhile and an unforgettable experience.

G’day Don. I too did all of this.

My advice to everyone who has a problem with IAS oscillations and pitch changes in cruise is to advise your installer and follow it up with an email for them to on-send to Garmin to make it official. A mate of mine who owns a 231 is having the same problems and has also advised Garmin via his installer. I also know of a 252 owner and a Piper Saratoga owner with the same issues. It would also be helpful to video these occurrences and download the logs to include with your email. I have already done this myself and have been advised by my installer that Garmin tech support Australia have sent all the information and are liaising with Garmin tech USA. The issues are still under investigation. Please don’t just leave it for the other guy to do as the more aircraft owners advise their installer of these issues in writing together with evidence then there is a greater chance of Garmin to take the issues seriously that could hopefully result in software updates or other appropriate solutions.

I am not doubting what you are saying, but can you please provide a reference for this? I ask because I have a copy of the Lycoming Operator’s Manual and unless I somehow missed it, I cannot find any such recommendation.

For the info of Mooney owners who have a trusty EDM 700/800 series (not 730/830) installed. A thread has started on Beechtalk regarding future support for the legacy JPI EDM 700/800 series instruments that maybe ending soon due to the production end of replacement screens. The OP states in part the following: They say the screens are no longer being produced and future repairs will not be possible. They suggest buying a new EDM730, but I don’t have room for the larger screen in my panel. So I’ll have mine repaired this time and deal with the future in the future. Anyway, if your screen is failing you should get it replaced soon. Unless I missed it, I could not find any official announcement on the JPI website. Even so, the above info from whom I imagine is a tech support rep suggests support is ending.

No, no, no, you’re wrong. That was Clarence @M20Doc in his 400 HP Comanche you were following

By the look of all those power lines, the pilot did an excellent job.

Transport Canada investigation: https://www.tsb.gc.ca/eng/rapports-reports/aviation/2021/A21P0001/A21P0001.html The word frightening understates what this pilot went through. MS thread:

The G3X and IFDs work fine together, as the units communicate as GNS’s. I have this setup with 2 IFDs (540 & 440) that have no problems with VLOC or RNAV communications with the G3X. Obviously you will use your 440 as a stand alone, backup device and your problem maybe to do with the GTN causing a conflict issue, but this is only a wild guess. Your installer should be able to work this all out. I’ll photograph the IFD’s config pages and PM them to you over the course of the next few days. You can try to seek out a shop that has previous experience with this setup or maybe @Baker Avionics can chime in.

I am in a similar position to you Paul, although mine are confirmed that the servo serial numbers are listed in the SB recall. It was planned I would be taking delivery of my Mooney possibly at the end of next week and was advised yesterday the new servos will be delivered in 3 weeks. As I haven't flown my Mooney in months and my installer needs the hangar space, I've opted to leave the current servos in and take the risk none of the four fitted will fail. With delivery times being blown out recently, who knows when the servos will finally arrive. After I've taken delivery, my installer will call to advise when all servos have arrived and arrange a date for me to return so he can perform the replacements. My favourite saying these days, "It is what it is!" Apologies to Skip for the thread drift.

According to my airframe guy, installing the roll servo and associated parts was the most labour intensive and intricate part of the job, mainly due to the limitations of the underwing inspection panels.

Do you also use the G3X to display traffic? It has traffic displayed on the Map page and a separate, large dedicated traffic page.

Gear position is only available on the experimental G3X as is flap and trim indication, despite the incorrect info contained in the POH. You will therefore require a separate means of annunciation. I had my original annunciator overhauled and it looks fine on top of the stack. I’m not aware of the built in gear warning.

This has been the subject of human factors many times over, particularly in task saturation circumstances. Even two crew operations can make this mistake. In a busy environment, sometimes the human eye sees and interprets what it expects and wants to see, not what is actual.

Whether first responders or passerby, they will likely attempt to open the cabin door first. If the aircraft somehow ends upside down and even if you could somehow contortion your way into the back to open the baggage door, it won’t fully open. Even if the aircraft is upright, I’m not too sure I could fit my entire body through the baggage door. Lucky for you if you’re thin. So many scenarios to consider. As @kortopates said, choose your poison.

Add to that speed 95 kias and it’s not too difficult. Yaw to the right (left rudder). Happened to me after an interior refurb making it tight and hard to close. Easier with an autopilot (without a YD) engaged. You can’t.

Please also pass on my congrats to Shirley too, Don. It has been a long time - 14 years.

Had it also happen to me upon takeoff some 15 years ago. If it wasn’t for the noise, I wouldn’t have known what happened. Flew a normal pattern and landed without issue. Slight damage to the top of the baggage door just below the hinge where the skin had been stretched a few inches. It was barely noticeable and I could’ve left it as is, but being anally retentive as I am with my Mooney, I had my mechanic order a new skin, had it painted and fitted. That was about 17 years ago and since then my last check before entering the aircraft for departure is to ensure the baggage door is locked.

Thanks Cliff. Be sure to show us photos of your new panel following completion.

G'day Cliff. What did you finally decide on?

That's what you get for forgetting to retract the gear and/or flaps after takeoff. Don't worry, it can happen to anyone.

Apples and oranges comparison. C210 is a 6 seater load hauler. Mooney is not and doesn’t try to be.

https://www.avweb.com/flight-safety/faa-regs/faa-launches-investigation-into-santa-clara-safety-concerns/?MailingID=799&utm_source=ActiveCampaign&utm_medium=email&utm_content=FAA+To+Investigate+Santa+Clara+Safety+Concerns%2C+Appareo+Systems+Acquired+By+Global+Agricultural+Firm&utm_campaign=FAA+To+Investigate+Santa+Clara+Safety+Concerns%2C+Appareo+Systems+Acquired+By+Global+Agricultural+Firm+-+FRIDAY%2C+December+24%2C+2021

I also confirmed with my installer that as the traffic displays on the G3X, it is the G3X STC that must be complied with, which states the requirement for the “traffic” voice annunciation to come from the G3X. TCAS II systems in turboprops only voice annunciate “Traffic, traffic” and if the threat is within parameters, it voices the resolution advisory, which is either “climb”, “descend” or “maintain altitude” together with the display advisory until the threat is no longer a threat. Other than that there is no position voice advice and what you see on the visual display. Having said all that I too would much rather have the GTX345 voice advisory.