buddy

If it’s anything like my O2 and you fill it to the top the total amount of fuel in your tanks should be about 100-102 gal. It’s 89gal. to the bottom of the goose neck.

Try adjusting your cowl flaps so that they are about 3/8” open when you fully close them in the cockpit. Cowl flaps are easy to adjust and should help with cooling.

Sounds like a wheel out of balance, that’s exactly the time your going to feel a vibration right after rotation.

I live and fly out of Spruce Creek, 7FL6 which is an uncontrolled field and Fly in community. The rules are NO pedestrians, golf carts or vehicles are aloud on our runway.

I’m not sure this is going to help because the last time I flew to Provo was about 7 yrs ago when I had my M20J. I stopped in KFPR and topped off (you can never have enough few when going down there) filed an IFR flight plan, the BR routes, Freeport, Nassau direct. Miami had different ideas because after Nassau they amended my clearance BR 55V, way to far out so I just canceled and went VFR direct. I filed 11K and you talk to Miami most of the way, I think you lose them for the last 100 mi before you contact Provo approach. Approaching Provo they had me hold…single runway and no parallel taxiway, everybody including the airlines has to back taxi…one reason to make sure you have plenty of fuel. The FBO was great and we stayed at an all inclusive resort next to Beaches, the resort was great but got bought out by Beaches a few years ago. Beaches is a family resort (kids) so we probably won’t be back. There was a small casino not to far away but I don’t think I’d want to walk there at night. The flight was good because you pretty much fly down a string of islands from Nassau to Provo. On the way back we took the same route and cleared customs at KFPR.

All I do is make sure your on battery #1, plug in the GPU, power up the GPU and you’ll hear the solenoid click on and your done.

I’ve been to Canada and all over the Bahamas several times in the past 35 yrs. and have never been asked for the radio station license.

I ordered a case of Tempest AA48109 oil filters last month from Spruce and they said there out of stock but would have them in on 4/25…still waiting.

I got my 2005 O2 with the STEC 55X WAAS upgrade along with the GTX 345R in late 2016 and the software was upgraded to 0401.34. I believe the G1000 with the Garmin A/P can be upgraded to receive FIS-B weather.

I believe the first generation G1000 will not support 0401.37. I have the first generation G1000 with the STEC 55X and although I can switch from XM weather to FISB it doesn’t work with 0401.34.

I got my 3 blade Hartzell propeller and McCauley governor overhauled at Palm Beach Aircraft, Inc back in Nov. 2020 for $4,290.00 and that was for an M20R with 310 HP.

I had a similar problem with my #2 comm transmitting, receiving was fine. When transmitting on my #2, ATC would tell me they had a hard time understanding my transition. After checking the antenna connection on my #2 I also tried reseating my GIA-63W boxes to no avail. The last thing I did was bring it to the avionics shop and we switched the GIA-63W boxes around and reprogrammed them and that seemed to solve my problem. This doesn’t mean that my #2 GIA box is problem free, I think once the boxes were switched it just uses a different path when transmitting. If you’d like PM me and I’ll give you a call and explain in more detail.

When I fly VFR to the Bahamas I file using ForeFlight and always use flight following (therefore you have your transponder code). I open and close my flight plan in the air with FSS. Don’t forget eAPIS and get your customs decal. I do the same for the return trip. The last I heard adding ADCUS in the remarks doesn’t work, I always call customs at KFPR before I leave the Bahamas and let them know what time I’ll be landing. Fort Pierce, Treasure Coast International is the “airport of entry” that I’ve been using. The phone # for customs is 772-461-1733 10:00am-6:00pm and I believe you can leave them a voicemail.

Well I’m hoping the problem is solved. I brought the plane over to Daytona Aircraft Service and they swapped my #1 and #2 GIA-63W boxes around and with a little button pushing reprogrammed the G1000. I’ve taken a couple of flights since then and have had no com issues at all on both my #1 and #2 coms. Before I brought the plane over to the avionics shop I reracked the boxes myself to no avail so I’m not really sure why the problem went away. So for an hours labor it might be worth a try.

I have never seen that message and I believe I have the same software version.

I’m having the same problem with mine only it’s my #2 and it’s transmit only otherwise comes in clear. Both of my antennas are on top and my #2 is aft but as far as I can tell it’s not an antenna problem. I called an avionics shop and they said they never heard of that problem and suggested I switch the 2 GIA’s around to see if it follows the problem. Well I tried that and as I thought you have to reload the software. My next stop is a good avionics shop, find out which box controls my #2 comm and send it to Garmin for repair.

I’ll buy them, I’m in the Creek so let me know where and when I can pick them up. Give me a call 631-885-1253. Buddy

The small “O” ring should also be lubricated with a lube compatible with oxygen.

I have the same problem, I replaced the fill port and ran a new line from the fill port to the tee with new fittings because I could not see well enough if the connection was leaking down around the fill port. I also pulled the seats out so I could pull the panel up far enough to spray around the gauge and the fitting at the gauge but didn’t see any bubbles. You may want to try replacing the O ring on the fill line that goes into the tank regulator. The only thing I wasn’t able to do was to make sure that the boys at the factory didn’t put a splice in the line that runs from the tee to the gauge. So for now I just loosen the fill line (the one with the O ring) at the regulator until it pulls out of the regulator far enough to stop the O2 from leaking out and I use the cannulas will an altitude compensating gauge with a floating ball that tells me the O2 is still flowing from the tank to the cannulas. The problem with this is you will have to tighten the supply line fitting at the regulator to check the psi in the tank by looking at the gauge in the cabin. If you want PM me with your number and I may be able to explain it a little better.

If the Stec 30 is similar to the Stec 55X you will need something like a jewelers screw driver to make the adjustment through a small hole on the autopilot. You will need to make the adjustments in the heading mode, probably best while your flying so you can see how it tracks in the nav mode after making the adjustments.

Taking of on RWY 28 on a dark hazy night you can lose the horizon pretty quickly, I always went right on instruments after take off.

My oil distributor, Fornell Oil told me not to mix oil when I went from Aeroshell 100 Plus to Phillips 100 AW.

The A/C compressor that I removed from my Ovation was a Sanden 505 24V and that’s exactly what I replaced it with. I guess I should’ve taken a picture of the old compressor that I removed because the stamp on the case said Sanden 505 and that’s exactly the one I replaced it with, just have to make sure it’s 24V. The compressor on mine was a single pulley NOT a double pulley.

I used rivnuts on my 201 and they worked great, easy to install.

I’ve got a 2005 with the G1000 and Stec 55X and couldn’t be happier. I installed the WAAS when it certified by Mooney in 2016 and had the PFD sent to Garmin twice once for auto back lightning (this can be set manually) and once because I couldn’t set the Baro in the PFD (this can be also set using the MFD). The Stec A/P was sent out twice, the 2nd time was under warranty and I had to replace the roll servo. I guess that’s not to bad for being 16 yrs old.