PeteMc

You could have the Avionics shop retrace their steps and see if they can find any loose wires.

To clarify slightly what @donkaye said, you don't have to do it while going missed. You can go to the Hold and sit there as you decide your options as you're still "in the missed" as he said. Then you can pick the Approach you want and hit the Direct To the IAF or whatever other fix ATC gives you. No unloading, reloading, etc. Just pick the new Approach.

Yea, but depending upon how high you fly, you will not have service. And if you are low enough to just barely get service, you probably will drain the battery as the phone is constantly searching and trying to reconnect. So one more unnecessary charge cycle and, oh yea, gotta remember to charge the phone. Best bet would be for Garmin to join this century and fix the issue. Very simple to pull local time from the DB for the Wpt and Apts along your Route. And I have to check... Do the GTX375/GNC355/GPS175 have this same issue??

I just checked the Garmin Trainer and there is no Visual Approach showing up for F69. If there were the Visual option, it would give you both Vertical and Lateral guidance *LIKE* a real approach. But it is unofficial and needs to be used in VMC conditions, and even at night it can be iffy. But it will line you up with the runway and if there are no tall obstructions in the area, it will guide you right down to the threshold at an unfamiliar airport.

Sad situation. And regretfully, yes, I'd agree it was a Mooney.

Sounds like it's more than just a personal preference, so it might be nice for all of us to know who NOT to use.

A friend of mine has one for his Vision Jet. It's the one I described as looking like it came from the robot wars the colleges have.

Yea, I should have done that. Just don't search enough here to remember that I need to do that.

Your link didn't work for me if I clicked on it. I had to Cut & Paste it into my Browser to get to the page.

Interesting. Not all the posts for Sidewinder had "tug" in it, but I was shocked to see how many did. So I guess the Search Engine was off on break when I did my search.

If you don't find anyone closer, you can try Jeff Schnabel based out of KLUK. I haven't flown with him yet, so this is more info than a recommendation. But I plan to when my plane comes out of the interior shop to get current again and do an IPC. I had found his info on the CFI list on The Mooney Flyer and he seems like a nice guy. Jeff Schnabel schnabel79@gmail.com 513-484-0604

Thanks ALL! You've confirmed that there's no leader out there. My plan was to see if I find anything posted for sale in the area, so I'll stick with that as my primary plan. And unless I knew the person, I'm not going to get something to ship in where it would be a royal pain to try and get my money back if it didn't work.

I did a search for "tug" and was surprised not to get a single result. So... What the general consensus on the overall "best" power tug for a 231 K? Is there much additional wear & tear on the nose wheel using the ones that you press down the drum onto the wheel to move it. A lot appear to be a modification of a power drill, any issues with torque or the motors burning out after a few years? There's an ever so slight rise for drainage and then the usual tracks for the hangar doors, but no major hill to push up. So I'm *assuming* most of them should work fine, but I want to make sure there aren't horror stories about certain brands. I've also seen one of the little skids that looks like it came out of the robot wars and it seemed to work really well. Just don't think I want to spend $4-5K for a tug!

So the pic is a simulation of what the G500 does when it looses GPS? By itself the pic does not give me any context.

Probably unrelated to this issue, but I just recently learned that buried in the manual is a few lines that explains that GPS is REQUIRED for the Auto Pilot to operate normally. If GPS is lost, the G500 will go in Roll Mode and Pitch Mode. Makes one wonder about MON, ILS or LOC approaches. (Yes, you can hand fly, but sort of not the point when buying a G500.) From page 3-6 of the AFMS – GFC 500 Autopilot: LOSS OF GPS INFORMATION (GPS position information is lost to the autopilot.) NOTE If GPS position data is lost while the autopilot is tracking a GPS, VOR, LOC or BC course, the autopilot will default to roll mode (ROL). The autopilot will default to pitch mode (PIT) if GPS information is lost while tracking an ILS. The autopilot uses GPS aiding in VOR, LOC and BC modes. 1. Autopilot ................................................ SELECT different lateral and vertical mode (as necessary) If on an instrument approach: AP DISC / TRIM INT button ................................... PRESS, Continue the approach manually Or Missed Approach Procedure .......................................................... EXECUTE (as applicable)

Anyone in the Spokane, WA area (KSFF) going to the Pilot/Controller Mtg Wednesday night (11/15)? Also, anyone have a pulse on what Hanger Rentals (37x39' Square, not T) are going for at Felts? Details: 7:00pm Darcy's Restaurant 10502 E Sprague Ave (near University Rd) @Ragsf15e @nationwide

Crazy how the littlest change can through something else off. I'm wondering if when you let go there's enough flex to move some wires and causing the grounding or connection issue that @DonMuncy is talking about. I had kind of a "heart beat" in my cluster gauges (K) which we all knew had to be a grounding issue. Mechanic just moved the ground when it was in for the last Annual and everything cleared up. And personally I go by the JPI and the in-wing gauges for accuracy. Never trusted the ones in the panel.

Bet the first thing they do is trace out the wires and find they basically go nowhere and are tied off someplace behind the panel.

I guess this is the time for MP/FF or FP gauges to fail. Someone else (guess on FB) was just asking. Mine failed recently and I could not find a replacement or parts anywhere. Someone told me about Aerospace Logic. They have MP/FP (also MP/FF) gauges. A couple of gotchas to be aware of: Transducer: The device can only be installed with THEIR transducer, so if you have a JPI or any other device with Fuel Flow you CANNOT piggyback on their transducer. My mechanic put in an extra log piece of fuel line and put my old transducer inline and did some fuel flow tests and signed off on it. Long line was to make sure there were no flow issues to mess up the other transducer. Dimmer: The unit was originally certified for DAY VFR so they never installed a photocell or any dimming capability. And it is VERY bright. So if you do go with them, be sure to get their optional Dimming Package for a few extra bucks. https://www.aerospacelogic.com/engine-instruments/fuel-and-manifold-pressure/

Not having a G3X, so for those that do... They want to use the G3X as the Primary EFB connection? No speed gain or leg activation advantages in connecting directly to the GTN (FS510/210)?

Do you have the old W&B info? Maybe you can find the old device that way?

I've been to a few with the Rwy entrance at one end or more often in the middle. Some VERY busy places like Block Island (KBID) have taxiways that go about 3/4 down the runway and you still have to taxi back. What I've found is even if there is a gap in landing traffic, ALWAYS announce the "Back Taxiing" and if someone new comes on Freq, announce it again (they may be trying to sneak in front of the other guy with a Straight In). If it is really busy, ask! "Hey #1 Cherokee and #2 Mooney, can you extend a bit so I can Back Taxi and Depart?" Most will obviously say yes. You get an A**H****, well not much you can do. Oh, also be sure there's a spot to pull out of the way at the end of the Taxiway. Some small Apts that require the Taxi Back also don't have a place to get out of the way. So you need to know you can get from the ramp all the way back to the Departure end without blocking anyone or being in the middle of the Rwy because you didn't think of how long it would take you. And some Runup Pads are on the OTHER SIDE of the Rwy. So you taxi down and cross the Rwy to get out of the way of the landing traffic to be able to taxi off the Rwy. I'd always do my Runup on the Ramp. So if you do have to cross and wait, you're ready to Back Taxi the second the landing traffic passes you.

Only BT I see in there would be your iPad (ForeFlight, G Pilot, etc.) talking to the FS 210. All the Traffic, Wx, Flight Plan transfers, etc. should happen over the Garmin Network. EDIT: Dang, left last night in a hurry and didn't think I had posted this partial reply. OOPS! So my partial answer to #1 above is because I do not have a G3x, but I'd still lean towards connecting to the FS210/GTN. This way there is direct transfer of the FP into the Nav device, then it can send it to the G3x after you've confirmed it and activated the correct leg if necessary. (If you can do *everything* on the G3x, then I guess it's a toss up.) On the GTX345, on some installations the Bluetooth is disabled as part of the STC. No clue why and for what installations, but I had this conversation with my installer. So just an FYI if you try to connect for any reason and you can't get the BT to work. But there's no reason to connect to the GTX since all the data SHOULD be coming from your FS210/GTN if installed correctly. #2 Music... The iPad does allow you to connect to a second Audio Source, so this would be doable. But I'm a purest and just wouldn't want to be running music off my primary Aviation iPad. YES, lots of people do it, but I'd go for running the music off my Backup iPad or your phone. The GMA auto muting will be a big help. #3 FlightStream... If people that have G3x confirm you can do everything through it and you never need to go to the GTN, then in theory you could get rid of it. But (thinking failure mode) if the G3x fails, you'd have to reconnect in flight to the FS210, so why not just go that route. Sure the GTN can fail, but then it doesn't matter how you're connected. And the FS210 could fail, but they're pretty simple and usually pretty stable. Also, does the G3x feed AHRS to the iPad? The FS210 does.

Is there more to the story? Was Dave there at the time? And I'm guessing (hopefully) they fixed it? I've never had an issue and neither have two other friends with Mooneys. And not sure what to say except you possibly are that outlier that every business has where they mess up big time. But over the years I've chatted with other pilots picking up or dropping off their planes, all with good things to say.

EDITED: Okay, was thinking of a different message I had just read when I then read this one... So I'm changing my comment. Odds are the spring is broken or weak. So it just barely keeps the cowl flaps closed in flight and the landing "bump" is enough to pop them open. ORIGINAL (oops): Must be a mod he had installed. I've got a 1980 K and it is a two step lever you pull. Options are (approx.) half or full open. With the button push does he have infinite open positions or do the cowl flaps go to preset open positions like mine do?