Pictreed

600' and there is a call out from the system. It's independent of Vx Vy. However if you're in level flight we teach the PAX to hit level on the AP and red/red/red for handle/mixture/fuel. You have to get the parachute out in enough time so the slider comes down and the parachute fully inflates. It's rocket assisted to get it out faster. Same thing with skydiving. Below 1500' you go straight to reserve which is spring loaded because it takes a bit for the slider to come down and the parachute to inflate.

I fly a SR22T for work and have asked my CSIP check airman about this stuff. I can tell you too the parachute is there for a lot of reasons. The 22T is a pig with a big engine to overcome the weight. I tried the 180 power off precision landing and it appears to have a 6:1 glide or worse with the 4 blade prop. You're not going to make it to any airport. The SR20 is better on glide but I'm not a fan of anything going slower than my Mooney. If work pays for my commercial in the SR20 then that's what I'll do. Otherwise I'm tracking down a Mooney DPE because I don't want to fail that maneuver in the 22T. If someone takes you in their Cirrus don't put your knee in the seat, you'll crush the honeycomb.

Is this the guy?

Does anyone know a DPE in the area of North Dallas, or anywhere, that would do my commercial in my M20E? Thanks, Tim

You’re right, I never throw parts at it. That’s the biggest reason I do my owner assist. Too many times a well meaning mechanic replaced a good part.

Yeah, pretty sure.

Lots of good ideas where to start. Thanks. I’ll report back.

I have a JPI 700 for the voltage. Typical voltage is around 13.8 with the IFD440, Garmin Nav/com 2, sky track in/out nav lights and strobes were all on before I turned on the landing light.

I noticed last weekend that when I turn on my old incandescent head light the voltage drops to about 12.3V. Is this an alternator issue or maybe I've never noticed the drop? I downloaded the Plane Power trouble shooting article suggested in another thread that I'll go through in the mean time. It's time to get a new belt so I figured since the prop and belt are off if it needs an IRAN or replacement that I should do it now. I prefer it not quit in heavy IMC. BTW, a 65 E leaks a lot of water heavy downpour in the clouds. I need to figure that out or stop flying in the rain. Tim

After a tough IMC in moderate rain for 2.5 hours last week I really want an AP. I'm leaning towards the GFC 500. I thought that worked with the G5? I think if the AP was installed the 275 might be better but that cross scan might have been more difficult flying it manually in the rough IMC. It's a hand full. A couple avionics professionals looked at my currently installed equipment and the negative comments were from an Avionics shop and the positive comments was what my IA signed off of so I don't really want to go back to an Avionics shop. They have to make money and working on these legacy aircraft seem to take longer than what they're budgeted to do. So I'm leaning towards the G5.

1965 M20E 1M/100K 65k Hull 400 hrs PP/Inst $1982

I wouldn't go to Maxwell, he said he's not really set up to do them, unless things have changed since Mooneymax a few years ago. I took mine to Houston and a few years ago it was about 8k for both tanks.

This is what I thought too. I'll get a quote for the 275 install but, based on the work quality from my GPS install, I'd prefer doing it myself unless I can find a good shop I can trust which seems to be difficult. Most likely I'll be doing the dual G5's recessed in the panel.

I like that I can install the G5 (with my IA and an Avionics Engineer's help). I've had bad installs from Avionics shops. When the Avionics Engineer looked over my shop installed IFD440 he said the terminations on some of the wires were exposed too much...I said, the "professionals" did those. Not to mention the whole dash was sitting on the CDI so it was 1/2" higher on one side and they couldn't figure out why the ball wasn't centering. They thought it was the holes in the dash. And that's why the AI and HSI got moved up the list of upgrades.

Has anyone installed a 275? I think If Garmin doesn't do it you don't get SVT. I know lots of people have installed the G5 but I haven't heard of anyone installing the 275. My next question is has anyone used both? The 275 seems to have too much info in one spot. However, it is more compatible and looks really good. My IA has the G5 so I need to see if I can fly his plane before I decide.

Following along because I may go this route. I have an IFD 440 now and love the way it works with the FMS. I'm cross-training in a Cirrus for work and don't like going back to GARMIN FMS. So when you say it doesn't do VNAV you're not talking about on a non-precision approach right? It’s the VNAV like a crossing restriction?

Shouldn't your AI agree with your compass? It appears it agrees with your GPS but it shouldn't. Shouldn't your Al be set with your compass and calibrated for any deviation from magnetic interference from installation? Or do they usually set up AI to show GPS heading. I would think AI and HSI would show magnetic …

What are the chances of making an owner produced part? Fiberglass or even vacuum form.

Someone mentioned taking it to a t-shirt place to have them screen print the lettering. Has anyone done that?

100 KTS final. Just before FAF gear down & slow to 90 then flaps to 10° before reaching FAF. My E seems to be slick so with No pax I'm at 16" for a ~ 450 FPM decent. Once the airport environment is made you can decide if you want more flaps.at his point I slow to my final approach speed and my plane squats into a tail low "pocket".

I started to go that way but how would you go back and paint it? By hand? I couldn't get my laser to cut deep enough on anodizing, but we have a new laser that seems to work better

What did you end up going with?

Yes, that's the silver tube. I'll get with my IA when I install it since this month is Annual month. I'll also check the screen in the fuel strainer. For anyone doing the fuel strainer, it takes a gentle hand...might get with someone experienced. It's easy to overtighten and warp the screen. Oddly, I really think it's the motor. Are the gaskets on the fittings available on Aircraft Spruce or somewhere? Seems like the blue AN fittings had some o-rings that need to be replaced. I'm sure my IA knows.

Anyone wanting to know the part number it's on the data plate. Turns out it's 4140-00-19A. However, there's a typo on mine, they missed a number.

Does this seem to be the right part number? 3140-49.