PaulM

The NBAA exception is very specific... you have to be a member, maintain the plane to Part 135 standards, get approval from the FSDO, all to get access to the part of 91.501 which are turbine only exceptions in the far's.. basically to allow you bring clients on flights where you were going to be flying there anyway for business.. ie a consultant flying to a site visit & bringing the paying client along in a way that is operationally useful to the consultant. https://www.nbaa.org/admin/options/exemption/ The FAA considers compensation extremely broadly, (more than the IRS) There were cases where "dinner" was compensation. Flight time above 1500 is still put on your resume, and a benefit for insurance etc.. it basically boils down to the control of the flight. If the pilot doesn't decide the destination.. then it will be assumed to be commercial, since you didn't do the flight for your own personal reasons. A qid pro quo is assumed. So, your friend can borrow your plane, and fly it for free... to locations they want to go to... as soon as they move your plane where "you" want it to be.. then it is a ferry flight and they need a commercial. These same things crop up in the shared expenses.... If you were flying to catch a ball game and bring other people along, you can share expenses. If your friends need to go to a wedding, you can't say, well, I can go to a ball game, so we can share expenses.

My MSC had warned me about running the rudder trim hard on the ground due to trim slippage. He preferred to run the trim in on the takeoff roll rather than against the static centering forces. Luckily my SN is before the affected list, and I've never seen the problems.

That device is the same size as the o2 monitors we already use.. they are too bulky for continuous use. 2.5"x1.2".x1.2"

an O2 monitor integrated with the headset (ear lobe) would be interesting. All of the other continuous o2 monitors would seem to be too bulky for flying. https://www.amazon.com/Contec-Wrist-worn-Oximeter-Software-Download/dp/B00LN4LCMC https://www.favoriteplus.com/reusable-ear-clip-spo2-sensor-probe-fp200ear.php

You have to either replace the antenna under the fin with a new one or put the new antenna outside of the fin with a doubler.. http://www.mooney.com/en/si/M20-116.pdf the installer will de-rivet the fin, replace the antenna and reattach the fin. I am looking to see if the 110-773 (B) antenna can be used with the Artex 1000 ELT. the 345 does not have the GPS squitter, and the 1000 also uses the 2 wire switch.

Been done.. https://www.soloy.com/dual-pac.html http://www.pwc.ca/en/engines/pt6t http://www.epi-eng.com/gearbox_products/mark-14_gearbox.htm I suspect you might see electric propulsion systems with either dual coaxial props, or dual motors, Geared motors loose power in the gear system, aviation is all about tradeoffs, nobody seems to want that one.

In roll and pitch?... Well if there is no friction and no difference if you hit the A/P disconnect then I'm going to say servo. It isn't clear if there is friction in the beginning, and it works for a while... then once you notice that it isn't tracking there is no longer friction. Run though the test sequences.. see what works and what doesn't. the GPSS signal would come from the GPS NAV... 430? 530?.. anyway since it doesn't work in all 3 horizontal modes I doubt it is the inputs.. but the outputs.

Have you run through the POH pre-flight checks and the maintenance manual checks? http://www.gvm.ch/documents/avions/pa32/sys55Xpoh.pdf http://www.aeroelectric.com/Installation_Data/S-Tec/S-TecServiceManual.pdf I would suspect a bad roll servo.. since all horizontal modes are bad. But it could be your turn coordinator signal as well. With the standard test tools listed in the service manual a tech should be able to isolate it quickly. The tests in the manual (HDG hard left and right) with no yoke movement will probably be the servo. Also, when activated does it restrict the yoke?.. or no friction?.. No friction is definitely the servo.

Search and ye shall find: One that GFC700 planes already had but that was new with the S55x upgrades: the vertical speed bug.. When in VS mode the selected rate on the S55x controller vertical speed is bugged on the G1000. Before it would only display the rate on the Stec55x. I think -34 added some more approach segment types (radius -> fix).. that are needed for the RNP approaches. Support for the 33ES transponder. So you could be 2020 compliant with WAAS + 33ES upgrade, but most of us just went with the GTX345R

I just put the end points into ForeFlight, select the 100LL fuel prices and find stops at about 3-4 hour intervals.. 4 legs eastbound, 5 westbound. Pack some sandwiches, snacks, water and a couple of quarts of oil. O2? Take advantage of that eastbound tailwind, but you lose three hours of daylight. I have yet to have a problem with 24hour self service fuel at randomly chosen strips. I will do 5 hour legs if alone, but when flying with my wife she prefers 3 hours, and can be stretched to 4 if we are on the last legs home. Denver -> NJ is two four hour legs, so that saves the 2nd fuel stop if she will stretch. I've picked a random area in Iowa that was about the right distance, and a rural airport was having a air show the next morning. The Super8 was walking distance, but they also had a courtesy car and would tell you where they key was kept.

What I suspect that Aspen person is seeing is the issue that we cover above.. The S-tec really wants you to hit a button on the segment outside of the FAF... using Aspen GPSS & HDG (VTF from the S-tec point of view).. and then hitting NAV is pressing that button. Using the 55X GPSS mode (NAV NAV) goes all the way to the FAF, but you think, I'm in NAV mode, I don't have to press anything... but the 55x wants another NAV push, or APR push to finalize the mode settings, look at the inputs and select APR/GS. I just flew a GPSS LNAV+V approach to minimums and I used the APR button to arm the GS capture. I have not yet done an ILS where the procedure turn terminates at the FAF.. That might trigger a default 45deg intercept depending on where the GPS switches from GPS to LOC. I remember once upon a time blowing through the localizer after a GPSS procedure turn when I was transitioning, but that was an older rev of the G1000 software, and I was very new to the systems.

I just checked NOAA's source sites: radar.weather.gov. For base reflectivity: The sites that have no current storm activity updated on 10min cycles. A site that had active storms within range had a 5-6min update cycle. The wide area mosaics were 10min cycles. WSI Intellicast only has15min animations on their website. I can't tell if they have better products via their Aviation services. AOPA's mosaic data is 5mins LockMart was 10mins for mosaics and 5 mins on individual base. A true 2.5min cycle with new data is unlikely. 2.5mins just gets you get data quicker after startup. Still have to confirm that via experiment.

I'm not sure.. Does NWS send the partial data to 3rd parties?... We know how NEXRAD works, and they can have partial data, but do they let it out of their systems?.. when I checked a number of NEXRAD providers (windy.com) Their composite updates at 5 mins. Intellicast says 5mins (for individual sites in storm mode, not the composite) So, we should experiment. Take a film of the NEXRAD from our GDL69 and see at what rate the mosaic actually changes.. if it is 5 mins, then the 2.5 is a "marketing" rate.. sending the same data every 2.5 mins isn't useful. they can "project" the data in the interval, but don't you think that should be disclosed to us? Data may be projected/theoretical? It would be better to know the real age of the data.. not transmitted 5 mins ago... but 1st radar sweep 10 mins ago.. last sweep, 5 mins.

I almost wondered if this was only the SirusXM signal.. and not the original XM signal that the older GDL69 systems receive.. (they are different, there is a new GDL69 SXM that receives all of the latest signals. ) The skeptic in me wonders. I suppose we can look at the "age tag", and see if that regularly goes to 5 mins.. or resets between 2-3.. If the Nexrad source doesn't update at 2.5 mins, then this isn't really useful is it? I don't see anything here that says better than 5 mins: https://en.wikipedia.org/wiki/NEXRAD

It was LV Avionics in Allentown.. they have done a number of the mooney upgrades and Mike knows what he is doing.

Cost was $21,900 (factory price for GIA63W+ antenna kits and other things) + $1,800 labor GTX345R was $4500 + $1800 labor. add STEC-55X hardware REV upgrades of about $1000 (optional) Included 2-year IFR+transponder cert. G1000NXi will be an entire other realm... and will require the GIA63W first.. They aren't related.. G1000NXi is just the display system (GDU), it uses the same LRU's for the rest of the system. In the long term the question will be will be if the G1000NXi requires the GFC700 system, or will Mooney certify the STEC?. Or they may never do anything at all. At this time the -34 software rev is GIA63W only... future hardware/software configurations could similarly be ZZZ only.

If the plane has ADSB out or regular Mode S then Flightaware will have every flight VFR/IFR/Flight following. Time (EST) Latitude Longitude Course Direction kts feet Rate Reporting Facility Mon 21:51:01 Departure (Everett, WA) @ Monday 18:51:01 PST FlightAware ADS-B (KPAE) to view those you need a flightaware account login and you must have selected "View position only flights". If you are mode C only, then your flight can only be mapped to your N number if you are IFR or VFR flight following. So, ADSB (UAT or Mode S-ES) are tracked via flightaware's own ADSB receiver network. (or relayed from the FAA) Mode S regular squitter is relayed via the FAA system, with your ICAO code so you will only be tracked when you are in range of a mode S radar site, and FA uses the ICAO code to map it to your N number. Mode C is from the FAA system and can only be correlated to your N number with an individual code and N number in the FAA computer from either IFR or VFR flight following

Airmods is a good shop. if they fixed it, it is fixed. http://www.kathrynsreport.com/2017/07/mooney-m20c-n2596w-incident-occurred.html

That sounds odd... the EA100 goes between the Aspen and the autopilot.. wouldn't all of those connections be in the panel?.

I looked at the wiring diagram for the 1998 era, and the cartridge is fairly simple.. motor, 2 microswitches 1 clutch. So, do the field test with the other cartridge to confirm it is in the unit and not controller/wiring... then you can open the cartridge and check that the microswitches activate at the 2 positions (closed and open) This thread had the cam adjustment documents in it: https://mooneyspace.com/topic/18990-precise-speed-brakes-sensor/ The one in my Bravo (2005) has greater complexity in the asym detection.. and a different limit sensor system.

Your SB's will be electric, there are a number of micro switches in the cartridge, but precise flight suggests that they be IRAN'd every 1000 hours. To start you want the electrical diagram for your model (PM me if you don't already have that). If it isn't going up or down at all I would connect the other SB for a ground test to see if it was the cartridge, or the controller/wiring. I think you can also plug the cartridge directly into the controller bypassing the wing wiring to remove that from the equation. By design the SB's have a spring and the clutch mechanism holds them extended by electricity... so that if you pull the breaker it will always retract. So you need power to extend them, you need power to keep them extended, and it uses power to retract.. but if you pull the breaker they will slam closed. I have a weird Asym issue with mine and will probably send them out for the 1000hour IRAN this annual. I was able to fix a previous problem by adjusting a microswitch, but the asymmetric deployment circuitry is more complex.

I use generic Sandisk Ultra 4GB cards as an alternate to the original Garmin cards for the second set of cards. The part# that came with the WAAS upgrade is 010-00330-43. Hardware wise these are Sandisk cards with a Garmin label, there is nothing special in the format. It is felt that the cards need to be blessed at least once in the upper MFD slot, and then cloned. (Can't say if this was required) I used a raw unix (dd) disk cloner, and keep copies of the original images for future problems. Remember that when you swap cards you will need to install all of the updates each cycle.. Nav, Safetaxi, obstacle, Charts, Airport Directory. I put all of the databases on the (2) lower cards, I don't use the "official method" of using a top slot card for the nav database and the bottom slot for the others, I just put the next NAV database on the bottom card and the G1000 reads it just fine. This may keep me from pre-loading the secondary database, but I see no advantage to that, and the database sync feature also seems to have no benefit in our 2 screen systems.

That Ovation is the brother to my Bravo.. same paint scheme. The question on that plane is, does it have the GIA63W WAAS upgrade?(I doubt it).. that is $25K and with a GTX345 added makes $30K to meet the ADSB 2020 requirement. The airframe should be priced accordingly, and that price seems high for not having those updates and for those hours.. 400 hours + 50 retract will have no problem transitioning to a Mooney. Fly them both, pick the one you like. I had not flown a J model for 10+ years. after getting back into flying I flew a SR22T, and was "meh" I flew a bravo and then found mine, when picking it up "I was back home" 2 years ago i gave my friend a ride, he was thinking of a Bonanza, etc... He flew a Gulfstream IV at that time, and was transitioning to the 747-800... a couple of months later he bought a Mooney C model.

You need to watch out on those "GSM-AUTO" units.. they are the same design as the ones ones that the switchbox used. Phil manually put in extra wires/traces between the AC terminals and the relays.. those relays are rated at 30A.. but the traces on the board are not thick enough to carry anywhere near that load. so even running a single heater is probably over the stock abilities of that switch. Now you could pair it with the external relay that Marauder linked to... The Andoer units have at least 15A spec wiring within them.

Bravo's are long bodies. Their only downside is the fuel burn. Want fast? the Acclaim will go 20kts faster on the same fuel burn... want efficiency?. get a K. The bravo hits the faster but can't afford the Acclaim and want the long body space. I normally run between 17-18gph unless I need to fly LOP for the range (800-900nm). Speed falls off quickly LOP, and we bought the Bravo to go fast. I've been flying the 231 motor in a senaca II... you definitely need to fiddle with it from takeoff all the way to cruise. I would prefer the 252 or Bravo.. set it and forget it. It is just the fixed waste gate.. don't over boost on takeoff, keep increasing the MP on climb etc... the pressure controlled variable waste-gate in the Bravo is set full power... leave it.. perhaps select 34" for cruise climb if you feel like it. With the senaca I have to look down at the instruments during the takeoff roll to set power and keep it within the boost limits.