PaulM

I once took off in my Bravo on a single mag (If your run-up is interrupted by something, do the checklist again from the top). .. and as soon as I leaned for cruise the EGT's shot over redline. I have no idea how high it would have gone if I didn't reduce MP and figure out what was wrong. (about 15 seconds after the redline alert) This is the G1000 trace for that flight.. the EGTs were in the 1700's and the TIT hit over 1800 . The bravo has an iconel exhaust which can take 1750.. but will burn it out over time, so I don't normally run it that hot. https://apps.savvyaviation.com/flights/shared/flight/3798462/fb5e68da-c7ec-4b5a-83ee-bcd26c41660a The EGT3 probe is failing, that is why I was flying to the MX shop. So everyone should check what their plane does, but a max power setting with a single mag is going to be very hard on the exhaust..

I only use 2 cards... but I write the DB and secondary data to each card. (Even though Garmin says use separate cards, it isn't necessary) When I had flitecharts, They only went on the MFD SD card. With garmin v14 you only have to update the MFD data, and the system will cross fill to the PFD for the safetaxi etc, but it takes forever. The only feature you must use the top slot for is the ability to pre-load the "next" database before it is valid. I wrote about this back in 2021. https://mooneyspace.com/topic/37849-a-g1000-question/#comment-650673 If you want to use 3 cards.. (one DB and 2 data).. then you need to do the 1st two cards DB and PFD data. Then you need to do the next "pair" of cards.. you can write the DB again to the same DB card and then the second one to the MFD card.. I don't think you can skip the "second" DB card write, so just write it twice.. Garmin thinks you just wrote to 4 cards.. but you just doubled up on the DB card.

Therein lies the problem.. Mooney only admits that the ADSB radar data was updated, and a EIS TIT range bug. (you can read the SB's I listed in the previous message) but the software is updated to GDU 15.24, so from other reports we can see that a number of bugs were fixed from GDU 14.x to 15.24.. you can read from the Cirrus SB's what other bugs were fixed:. I discuss what I found here: https://mooneyspace.com/topic/35714-new-software-g1000-040137/#comment-611212

You need to upgrade to have that feature.. the update to -34 can be done by any Garmin avionics shop., following the mooney SB. But pick one that likes G1000s.. some don't work on them at all. -34 does not require WAAS GIA63W LRUs according to M20-305A M20-305B lists as WAAS only, but is the exact same -34 software. the -37 update (the last one) must be bought from a MSC and then installed. M20-341A lists the 63W but I don't know if it is required. (Also M20-342A. )

I use a sandisk 4G in that slot, the plane originally came with a much smaller 128MB SD card. -30 and after needs the new names. As per M20-306B 4. Highlight file and rename according to the Models listed below: (see FIGURES SB-306-3 & 4) a.) M20M (or M20M.ace) b.) M20R_Ovation2GX (or M20R_Ovation2GX.ace) c.) M20R_Ovation3 (or M20R_Ovation3.ace) d.) M20TN (or M20TN.ace) My system has these files: -rwx------ 1 paul staff 3336 Aug 16 2005 M20M.ace -rwx------ 1 paul staff 585 Oct 13 2017 airframe_info.xml drwx------ 1 paul staff 16384 Oct 13 2017 data_log I don't know if the airframe_info.xml is required. and the data_log is only for -34 and after to log the data for download.

What software REV?. They moved the name of the .ace file around the -32 rev. It must be in the upper MFD slot. the databases both NAV and all others can be in the lower slot. Can you send us a list of the files on each card? I suspect something might have been added to card#1 that confuses the G1000 (or it is missing a file) SANDISK SDcards are the gold standard for the G1000, and size matters. I think 8GB are the largest supported. this is the directory structure of a MFD card with no approach charts (the fc_tpc directory is empty) 9 arc second terrain. airframe_info.xml apt_dir.gca apt_dir.gca.sff avtn_db.bin.dwt avtn_db.bin.sff bmap.bin bmap.bin.dwt bmap.bin.sff bmap2.bin bmap2.bin.sff fc_tpc feat_unlk.dat ldr_sys nav_db2.bin.sff safetaxi.bin safetaxi.bin.sff safetaxi2.gca safetaxi2.gca.sff terrain.adb terrain.odb terrain.odb.sff terrain_9as.tdb I will need to pull the Checklist card from the plane as I didn't take an image.

There are a few in the SanAntonio area.. I used Bob Cabe 10 years ago for my bravo transition. https://themooneyflyer.com/cfi.html

GEA(71) is the Analog-Digital Input/Output data system, not the GIA63(W) which is the NAV/COM/GPS unit.. I suspect your GIA is just labeled as COM2. boot your G1000, Pull the COM2 breaker. and look at the status of the LRU modules.. COM2 and GPS2 should be marked offline. That is "AUX" group (outer knob) then "system status" which is 5-6 clicks of the inner knob. That should list all of the LRUs..

We would need to see a picture of the breaker panel, or have a copy of the detailed wiring diagram (the poh one is usually not enough) We would essentially be guessing which breaker handles GIA63#2. They can be separate breakers or they could be combined. from what I see in the POH there is only a COM#2 breaker. I would pull that breaker and check in the status page on the G1000 that COM2 and GPS2 are offline.

That seems a bit much. If they are treating you like a jet, ask for piston single speeds. Those 172's aren't doing 120kts in the pattern. I was just down in Marco, and Ft Myers approach had me in a 500'/min descent @ 160 kts. I had no problem slowing down around 3000', and had the gear down by 2000' with a 90kt straight in to Marco. I haven't landed at Naples for many years, but I remember a regular 90kt downwind to base to final. Perhaps it was a slow evening. At a class D I will be at 90kts in a downwind or base position. That allows plenty of time to slow to 75 on final. I've had downwind extended for 5 miles, I've done 360's but other than class B's "keep it up until 2 mile final" it is reasonable.

If you are being held at 5-6K above pattern until 5 miles by ATC perhaps you can ask to fly the IFR approach. Can you list your home airport, there might be history at a specific location. Approach control's job is to hand off traffic to tower at either around pattern height, or on a listed approach and they are usually 2000' AGL at 5 miles. The only time I seem to usually get slam dunked IFR are at remote rural airports where you are talking to Center, or a distant approach controller and they assume you can come down like a Jet. I just set my TOD to 500'/min and request the start of my descent. I have never had a problem in a C or D on being ready for about a 90kt downwind or base.. to end up on a 75kt final. If it is a class B/C that needs me to keep the speed up I can land with 1/2 flaps, and do final at 90kt..

I had similar issues with both the MP and Oil pressure in a G1000 system... If there is a connector (especially in the engine compartment) just disconnect it, spray the contacts with cleaner and insert and remove a couple of times to wipe the contacts clean. Wildly jumping values like that are connection or failing sensor issues.

Also remember the graph that maps the digital display against the amount in the tank(Page 19) https://www.mooney.com/wp-content/uploads/2020/12/SUPP0017H.pdf When it reads 0.0 you still have 1.5 Gal of fluid on board.

Then you don't know if it is an actuator issue or the indicator issue. #1.. reset the trim breaker. why not start easy. (pull it and reset) You can usually run the trim full left or full right and tell via the aileron interconnect and rudder position that the trim has actually moved, or in flight by making the slip/skid marker go from side to side. The most definitive way is to look at the trim system. From 27-40-02 E. Remove tailcone battery access cover (left side) and aft fiberglass belly panel to gain access to ruddertrim actuator assembly. I Think you can see/hear it from just opening the left battery access cover. run the trim system each way and see if the actuator moves.. if it doesn't.. then we start checking voltages to see if it is a control switch or limit switch, or motor issue. If it does move, then you check that the potentiometer is attached to the trim system, then we check the resistance with a meter.. it should change as the trim goes from side to side. Lastly would be to look into the connection to the G1000.. Also make sure you have compiled with https://www.mooney.com/wp-content/uploads/2020/12/SIM20-124A.pdf If it affects your Serial#.

The Ovation maintenance manual (Includes schematics for ranges including G1000 systems) can be found here: https://mooneyspace.com/topic/40077-man161-rev-b-m20r/ The G1000 only shows the position, it doesn't control the servo. When you say "stuck" is that it only goes one direction? or that it runs all of the time?. The switch is a split switch so it is unlikely to falsely provide power.. the way the circuit works is that power and ground is always provided to the switch. If both halves are pressed to one side, then the ground goes to circuit A and power to B, the motor will run in that direction until a microswitch is tripped to stop the motor at the end of travel. If pressed in the opposite direction then Power goes to A and ground to B and the motor will come off the limit switches and run the other way. So depending on what stuck means it could be limit switches, motor, or panel switch. Now if the actual rudder trim isn't stuck but the graph showing it on the panel doesn't move.. that is a sensor issue and that is connected to the G1000.