PaulM

I find that 1 hour of driving is the break even point... (Drive to airport, pre-flight, fuel, taxi, etc).. You need people to pick you up at the other end, and it is just showing off.. 2 Hours of driving and up?.. no question. A 5 hour drive each way, is a day trip return in the Mooney.

Yes, that is the roll centering adjustment, and how I have seen the issue.

If they want to get in contact that is fine... Don did my pre-buy in 2013, but being in TX I haven't been down to that shop since then. I looked at the other Install manual (REV BA) and it looks like the I/O module now has more features.. analog flap detection. 0-12/28V... One would have to check the flap position output voltages to see if they are acceptable for this input.. the wiring diagram and service manual doesn't say.

See the STEC Service manual section 2 "Roll Centering" http://www.aeroelectric.com/Installation_Data/S-Tec/S-TecServiceManual.pdf If the autopilot is not tracking the center of the heading bug or nav deviation line there is an adjustment via the front panel. From my experience the rate based turn stabilization from the Turn Coordinator can have a little bias in the signal, without the roll center adjustment the PID loop fights between the TC's biased signal (turn, turn) and the NAV deviation (go the other way) and the two signals cancel each other out at some level of NAV deviation. So it flies straight and level 1/2 a dot out (for example) The roll center adjustment is an attempt to remove the TC bias. In my installation Genesys said that my RC adjustment was at max... and that meant that the TC was out of spec not the AP. The Avionics shop was able to bring the TC output within bench spec, but it is still just a little off center in flight, so I need to tweak that. The full history? When I bought the M20M 4 years ago I noticed on the flight home that the AP tracked the nav signal (NAV NAV GPSS) a bit to the left(1/2 dot). It would obviously overshoot right turns... and then PID loop back to the 1/2 dot out.. I tweaked the RC adjustment and it tracked everything straight. One time I decided to run the entire preflight check (I was having pitch oscillation issues) , and when you test the CWS the yoke should stay still, but mine would go to full lock (left, right I don't remember which) Now I don't normally use CWS.. HDG +NAV tracking seemed perfect, but since the plane would be down for this WAAS update and the display backlight was broken we sent it out for repair. Seems that the RC adjustment isn't used in CWS mode... I don't quite get why... but that showed that the signal from the TC was out of spec & that my RC adjustment was at full limit. So, Hit the CWS button on the ground (55X preflight item #11-#14) , and if the yoke doesn't remain steady, you may also have an out of adjustment TC.

My analysis of the circuit diagram showed that you could get a path to ground on full flaps if you changed 2 wires on the flap microswitch. Or you could add a second microswitch. I just looked in the current installation manual (that now includes the logic for flaps) and they require +24V to signal "flaps down"... So, you could either use my wiring mod to trigger a relay that provides 24v, or you can use the JV82 actuator and another v3-1 microswitch if there is space on the mounting location for a dual ganged switch. There also seems to be a "flap analog input" but the instructions for that component are not downloadable.

Robert and I had the 55X sent back to Genesys for the latest hardware mods, and when it comes back the roll centering zero will be moved by their bench testing. So you just need to adjust the roll centering to match your gyro. So it wasn't the WAAS part.. it was the AP part of the work. Robert's was further out than mine, but I still have to do a flight and fine-tune the roll centering.

I've just re-read the Stec 55x manual, and it implies that if you are on a localizer/ILS that the system will automatically go into APR mode. (I was used to hitting the APR button) Checking the wiring diagrams, there is a LOC (enable) line, where the nav radio tells the AP that the NAV is sending a LOC signal, so the 55X goes into APR mode automatically when sensing LOC. (This answers your "how" question) I have the G1000 installation, and I don't remember if it does that sequence automatically, I will see the next time I'm up. The G1000 wiring diagram does indicate this line is also connected. If your installation is not going directly into APR mode from NAV we would have to consult the wiring diagram for your radio. For the VTF -> Localizer intercept (outside of 50% deviation) holding HDG while pressing either NAV or APR should keep the current intercept angle and arm NAV capture. I'll also check to see if the "LOC" line is enabled for RNAV approaches. That would be another place where you want to tell the AP to go into the APR sensitivity +GS capture mode.

WAAS went fine... I'm having problems getting to the bluetooth from the GTX345.. (yes I know the tail install location has issues,) but I can't even get a signal with the access panel off and the ipad/iphone 3" in front of the GTX. So this Friday we are planning on putting the GTX on the bench and seeing if that changes anything. Could be a config issue.. could be dead hardware.. we will see. As for AOA... the TBM900 had integrated AOA... so the G1000 has code in there (V15) somewhere..

I had sent some info to Russ last year about ways to hook up the flap module. Russ, did you implement any of them in the end?

I just pay the $20 to continue service over the summer. You have to have a full size sim phone to activate the t-mobile sim... the overhead of getting a new SIM, activation, new number, etc isn't worth the hassle... I just have a reminder every 3 months to add another $10 to the account. One thing to watch out for is for stale traffic on your sim... I was watching my 30 txt's/month disappear.. The previous owner of that phone# was set up for a lot of auto-texts and people calling & leaving messages... so I asked for a new #... and that had only a bit of stale traffic. So if your credits keep disappearing, put the sim into a phone for a couple of weeks to see what is actually going to the #.

Ok, looked up your serial#.. the wiring diagram is 800383 M1 (G) 27-0240 thru 27-0248 Didn't look like much in there.. maintenance manual section 24-39-05 has the internal schematic. I would suspect the 24v main line. The press to test is supposed to override the dimmer. Power is fed from: the Annunciator panel breaker.. so cycle that guy, next is to check for 24V on pin 21 on the panel. Check for good ground to the chassis as well, I don't see a separate ground line on the connector.

Foreflight now uses LockMart for filing, so it is available in the computer immediately (as soon as it is acknowledged) 4 years ago I missed the 2 hour hold over window, and the tower told me the clearance had timed out, so I re-filed with the iPad on the cell network, and ground immediately contacted me with Cleared as filed..etc etc. So: File IFR flight plan. Towered airport: Listen to ATIS, Contact clearance, get clearance. contact ground with information "xxx". Taxi to runway, do run up. Tower will arrange your release. Depart, switch to ATC. Non Towered: Contact clearence on "local" number (AFD, or local knowledge), or call 800-766-8627, Or launch VFR @ contact approach in the air. Get clearence with void time, or hold for release. Run up, when #1, call for release, depart: Picking up IFR in the air on a VFR day is regional, many places prefer it, others won't accept it (Philly). you can ask approach what they prefer when you are inbound. Arriving: Towered airport: Land, tower closes the IFR plan for you. Non Towered: Either: Cancel IFR & fly visual approach. or Approach will tell you the procedure for cancelling on the ground and usually give you the local direct#. This is a good time to ask them how they want to be contacted for your departure.

The sidewinder is very maneuverable, the only problem has already been raised, it does not work on ice/snow if there is any force required. If you loose traction on the front wheel, the sidewinder no longer works. You will need to have a regular tow bar + vehicle for the winter season. The rest of the year, it works perfectly. It will push the plane uphill and over hangar lips/water barriers, but you might need to get some momentum going. I tried using a mobility scooter to power a regular tow-bar, but it doesn't have enough torque to move the 3000lb plane up slope and over the hangar barrier. An old surplus riding lawn mower with a hitch on the front is the best all year solution, but it is another engine to maintain.

I just had the G1000 WAAS GTX345 upgrade done, and I see a AHRS GPS message on the ground start, but it clears once the GPS's sync. I did have a consistent path failed, which was traced to a shorted GIA-GTX345 RS422 line. The tech had pinched the signal to the shield, and it tested ok in the hangar, but moving the plane onto the ramp jiggled the connector just enough. Even though the line was marked bad (X) in the maintainence page, the system still showed the ADSB in traffic,(and the aux status page showed Green (OK), so the line was transmitting data, but the GIA warned that it wasn't to full spec. If you can replicate the issue on the ground, switch the PFD into maintenance mode and look at the status of all of the communication connections, one of them should be marked (X). Then check the pins/wiring associated with that interface.

Alarms & lights wouldn't help if your delivery tube is kinked. This can also happen: https://www.avweb.com/avwebflash/news/NitrogenUsedToFillAircraftOxygenSystems_196776-1.html You could plug in this sort of device: http://www.surgivet.com/catalog/anesthesia-accessories/low-oxygen-pressure-alarm.html The flow meter is supposed to be part of your "scan". I usually make sure that I do the oximeter test at call out altitudes.. 12.5, 14K, 18K, cruise level off. In the end the GFC700 G1000 ESP system is the answer. If the pilot is not responsive (pushing buttons, turning knobs) , it auto-descends to a lower level, and that still wouldn't have helped for the accidents with CO problems.

Yes, that was the sequence.. Well, I assume they called Dave, and he flew out, fitted a replacement prop, cycled the gear and flew it back.

Dave showed me the belly on that plane when I was last in the shop. They geared it up on the ferry flight home from Air Mods.

Search eBay and craig's list in your area.. people are always getting rid of old oxy-aceteline rigs. What I have seen is that o2 in most places (jet center) is an A&P only job, so they are essentially billing an hour of their A&P time. $100 seems to be what I usually get charged for the 112ft onboard system. In the mountains you will be more likely to get a reasonable fill (20-30).. last place I went to didn't have the scott adapter, so I will remember to bring one with me. With regular portable tanks, you should be able to get them filled at a medical supply place. If they are bothersome, get an o2 prescription from your Dr. Some places require it, others don't.

I can tell you it is more operationally annoying than you think it would be. I've been doing training in a Seneca, so the luggage/rear passenger doors are on the left side, and the pilot/co-pilot door is on the right. Its a long walk around the tail if you forgot to get something out of your bag, put the drain cup back, double check that the door is latched, etc. I really like being able to check the luggage door is latched and locked while climbing on the wing for entry.

I received the dreaded SFRA re-route near Charlotte. I had planned a route round the west of DC (the same one I flew south on) MOL V143 LRP ETX. After some vectoring near CLT I was given direct destination (which would have gone through the SFRA but not the FRZ)... Soon after the computer threw in the standard east of DC route, PXT, ENO, DQO, MXE (the infamous Modena) SBJ. I just rejected the route, canceled IFR and few VFR just west of the SFRA via Frederick MD. Normally I would have filed to an airport in Allentown's airspace so that the computer doesn't put in a NYC route, but there was a TFR and I needed the flight plan to terminate at 1N7.

He is getting back to me for the next slot, it was about 4 months when I first checked in. If you choose to use LV I can give you a lift.

Mike @ LV Avionics http://www.lvavionics.com is scheduled to do my upgrade, (GTX345R + WAAS) and has already done another for another mooney space user. They are the avionics shop recommend by Air-mods. If you need a shuttle to/from Danbury we can help you out.

According to Garmin's GDL88 page: https://buy.garmin.com/en-US/digital/p/63471#additional Target trend will be available for G1000 with GDU software v15... Mooney release -34 is v14. So if Mooney certifies another G1000 release we will get it then. I expect that the GTX345 interface is emulating and or has similar limitations to the GDL88 which was the first target trend system.

Also, Have the instructor do a cross country with you, so you can see what cruise speeds and descent planning feel like. When I originally transitioned to a J model, the instructor had us fly out to the practice area for stalls, air work etc, and then all of the rest of the training was pattern work, all under 100kts. The first time I took it out for a x-country it just kept going faster (trim down), and faster (trim down) until we were 50kts quicker than a 172.. That was interesting the first time. The bravo transition was Ho-hum in comparison.. oh another 20kts.. ok.

The text of the presidential TFR's say that a VFR flight plan is required. Anecdotally we have heard that controllers have not required them, and actually have no way of checking with their computers since VFR flight plans don't get routed to approach or clearance , only IFR and DVFR (which are filed as IFR with DVFR in the comments). To approach a code + talking is all they require, but I'll bet that if there is a violation, the lack of the VFR plan will just be added onto the list of things they violate you for. When 7/9037(current edition#) came out with the special KMMU area I wondered what was the magic difference for that traffic. The first couple of TFR's back in 2013 had that corridor, and it was used like the Leesburg maneuvering area. You squawked 1226 and left or entered directly via the cutout. On this new one the only difference is the requirement for the VFR flight plan, and that you can talk to tower rather than NY Approach when the tower is open. The implication that they wrote all of this exception text for VFR flight plans is that at some level they care about it. Or there was enough desire from the MMU flight schools to get an official on the record that VFR flight plans weren't required @MMU, rather than relying on the pinky swear "Well we haven't violated anyone yet for not having one" From 7/9037: During the time when the MMU Air Traffic Control Tower is closed, from 0231 UTC until 1059 UTC (2231-0659 local), pilots must comply with all of the requirements of FDC NOTAM 7/8493 ZNY AND 7/8492 ZBW, including the requirement to file a VFR/IFR flight plan. As for the shape of the new 30mile TFR's, they are generally 30 mile TFR's with exceptions around certain airports. Today's NYC class B TFR exempts TEB access from the 7 mile core. It exempts FRG and HPN for access, and outlines the procedures for helicopters and floatplanes to access the manhattan heliports via TSA screening at Linden and FRG. For most of us, IFR/VFR flight plan. Get the code on the ground, don't squawk 1200 and stay away from the "core" .