PaulM

You can put it anywhere on the permanent +12V side of the battery.. so yes, the battery side of the GPU socket is fine. Battery side of the master relay is another common location. It is general practice to make the run to the battery as short as practical, but the current is low < 1.5A.. so voltage drop over larger runs is minimal. The requirement for permanent battery tender connections in aircraft is that the harness be fused. http://www.batteryminders.com/batteryminder-model-bm-aik2-airframe-interface-kit-for-use-with-faa-certified-aircrafts/ You *could* just use the GPU socket.. if you had a separate way to bootstrap the relay (9V battery). The original battery minder 28252-AA did it that way... the more recent ones had a 28v "startup" mode to trigger the relay. The standard chargers want to sense the battery before they provide current as a protection circuit. I can't find the old 28252-AA manual.. but it implied there was another version of the A2GPU plug that included a 9v battery to bootstrap the GPU relay: http://www.batteryminders.com/content/manuals/28252-AA.pdf page 14 note. page 15 mentions a A2GPU-2 plug..

Northern NJ (1N7) $475 for 40' T hangar + power .(newer ones) Waited 1 month, hangars are moved from storage use to plane use when a plane needs them. The older T-hangars are less. Self serve pump $4.40..

The S55X is only connected to GIA63W #2. Swapping units #1 and #2 would show if the issue was in the GIA63W hardware. The official wiring diagram for that is 950296 (which I have not seen a copy of). But all G1000-S55x installs are the same.. so we can look at the G900 manual page F-10 http://www.sebcomm.com/G900X Installation Manual, Rev D.pdf It would be hard to think of a reason outside of a HW failure in the GIA or wiring for why the upgrade would cause the AP problem. The connections are traditional analog GS signals and didn't change between the 63 and 63W. The tech could also go over the back shell connector and make sure that one of those 2 pins didn't get damaged. So, swap #1 and #2.. and if the problem goes away, it is a bad GIA if it doesn't go away, suspect bad connector, or wire.. I don't see a ground test procedure for the AP in approach mode. an avionics tech should be able to simulate the LOC/GS and see how the AP responds.

#1 I start the 5 min timer after taxing off the runway.. #3 There is a table in the Lycoming manual (page 5-25) for setting the MP vs the injector outlet temperature. Depending on the OAT you will get between 35-38" The adjustment is very touchy and you will only hit 38" on a hot day. (not a standard day) And Lycoming has published this procedure: https://www.lycoming.com/sites/default/files/Turbocharger Density Controller Adjustment.pdf A momentary overboost is ok, due to bootstrapping surge, but that indicates that either the oil wasn't > 100 or that you were very ham fisted in the initial roll. A persistent overboost would indicate that the setting is too high and should be adjusted. (and the things DVA says)

Yes, there is a Lyc, Cont difference... return piping and 2 stage pumps. I haven't had a problem starting my Bravo... but if you pre-heat the engine, remember that the timing/temps are for the engine.. which is now the CHT/Oil temp not the OAT.. On the bravo the throttle should be at the "start setting-1/4in. ", which I always leave at 1100RPM when we shutdown" (as per Dave @ All American) prime for OIL/CHT... wait a few seconds to vaporize.. then crank... I have found that if the mag timing is off (left mag is the starter mag) that it is harder to start... It is always perfect out of Annual, and then over the year can become a bit harder to start and needs more throttle.

Did you run through the complete preflight sequence and the manual testing sequences? http://www.aeroelectric.com/Installation_Data/S-Tec/S-TecServiceManual.pdf That would go through all of the regimes for flight and tell you if it was trimming in the correct direction. I'm going to assume you have this SB already fixed: http://www.mooney.com/en/sb/M20-291A.pdf (it also has a ground test procedure) All I have found with the STEC55x & G1000 is that sometimes it gets into trim osccilations if disturbed by thermals. Turning off the trim switch and then letting the STEC ask manually for trim (that I can ignore) keeps it from getting out of hand. This might be a weak pitch servo. So, try that as well, trim switch off, put it into a climb mode, let the 55x request trim and trim manually to see if it flies the rest correctly. My 55X has something wrong with the CWS hold mode, If you hit CWS it will make a constant right turn, but all other flight modes are fine, so I haven't had it sent in for diagnostics yet.. CWS is the only way to have roll only capture.. the button modes are HDG or NAV/APR. So I assume there is something off with the pure roll capture mode.

I suggest you go through this thread: A number of us use the device. Instructions for configuration are later in the thread. I have been using it for the past year with only minor issues.

I use a sidewinder for the Bravo.. Its only problem is over snow and ice.. Lots of pulling power, and distance. I'm working on getting a mobility scooter (28V) to have better winter traction. I also recommend having the redline tow bar with hitch attachment.. https://www.redlineaviation.com/mooney/be-3-xl-mooney-airplanes/ I was very lucky the first winter that the KingAir90 tow bar from my neighbor fit the mooney... and ordered the redline during the vacation in FL so that I had something to put the Bravo back in the hangar when we returned.

When I did my transition around San Antonio, we flew into 4000' strips or larger, and only once landed at a 3000' one. (1T7, Kestrel) The technique they were teaching me for approach often left me with 10kts too much speed. So when I flew back home with the Bravo, my local airport is 3000' with trees and a hill. I had two go arounds before getting it down in the 3rd try. I then switched back to the trim for speed approach recommend by Don Kaye, and no longer have a problem at 3000' and under. With a bit of coaching, flying a Bravo is simple, just about 5kts more speed for the long body (weight+) , the long body landing position is a bit different from the J/K body.. but that would only be an issue if you had just flown them... Go-arounds are probably the most potential trouble.. the power, p-factor, flaps to T/O.. re-trim for Vx.. all close to the ground. The bravo is easy to land, but you have to hit the speeds.. and as we know 10kts is 1000' of float, and you can't force it on the ground.

I had about 70 hours in a J.. took 10 years off, picked up the instrument rating in a 172..and then bought a Bravo.. did about 5 hours of transition.. it was like coming back home.. Just train for/in your local field... (Ask me how I know)

I've asked my MSC to quote me for the standard WAAS Kit.. Since the WAAS kit was what we expected. 2 GIA's, antennas, manuals and that it works with the current general release -30 software. I expect that coupled LPV -> STEC would just be a software/certification project that they haven't done yet. GIA63's only have one set of horiz/vertical deviations outputs and the Stec one input.. so if the signal is being set for the LOC/GS.. the software just needs to send it for LPV.. but garmin made that coupling optional, and its use is probably based on OEM testing and certification. We should thank Mooney for releasing this, we were patient (10 years for some). We should also request general updates/timelines for the -34 general release and then the future ADSB -> GTX33ES software update. I would encourage the MooneySpace users to indicate that yearly software updates are expected in post sales support, as essential in today's market like being able to order parts for 40+ year old airframes. Is the consensus that only Cirrus and TBM are providing regular Garmin software updates?.. It seems that Cessna, Beech, Diamond and Mooney are lacking in this regard, and that keeps out sales of FlightStream, GDL88, TCAS, AOA and any other newer technologies. Every G1000 should be supporting the FS510.

It isn't really just Washington/Potomac (that is just the part that you saw).. the entire NE runs exclusively on preferred routes, TEC, and other LOA's among the various control zones. Generally getting a good route out of the computer requires using fltplan.com to see previously filed routes from your airport or a nearby hub (KACY in this case) You are going to be flying V or T routes.. That is the way the computer is programmed. From the west you can file direct to about Harrisburg, but will get re-routed north to LAAYK & TEC routes if you are going to Boston/New England. Solberg for NYC. I flew from Iowa to NJ Direct and flew that all the way until Wilkes Barre approach.. which switched me to D->Stillwater-1N7 (A LOA with NY approach) .. and then they switched me to Allentown approach, which switched me back to D->1N7. (KABE has a different LOA with NYC for traffic to 1N7). On the way out I filed ETX -> Direct Indiana. In the air I got a re-route from Allentown: RV -> Intercept V30 -> PSB -> Direct. (LOA with NY center for westbound traffic). as soon as they handed me to NY Center.. I got Indiana direct. Similar traffic issues are found in central/south Florida.. SoCAL... NorCal.. Chicago. DFW. Perhaps one of the Washington group can tell us where you can start to get direct south of DC. To get around DC you are going to get V39/V143 on the west side or V1/V16 on the east. I have filed direct to PXT on the way north. and then shuffled around to the west side of Philly DOV, V29 MXE SBJ NYC inbound and through routes change depending on which way the various main airports are landing.. EWR, LGA JFK, TEB, HPN

G1000: defaults, Heading up for nav/traffic (tactical) North up for weather (strategic) Tablet: Foreflight: north up (strategic, planning, weather) + correct text alignment for frequencies etc.

You can test the TKS yourself, just follow the preflight procedure in the POH supplement. It's just that if the system is not completely wetting all of the TKS surface then you need some specific equipment to try and fix that issue.. My TKS Bravo has never had a problem wetting the panels (and I don't test it every 30 days) It also runs LOP without any problems (and without GAMI's).. must be a Unicorn. I have 888lbs.. useful load (with the TKS tank empty) and AC... remember that the TKS fluid is 10 lb/Gal.

Page 3-10 in the M20M operations manual: FUEL VAPOR SUPPRESSION (Fluctuating Fuel Pressure) Fuel Boost Pump . . ON Fuel Pressure . MONITOR Fuel Boost Pump . . ' OFF : (If condition'still exists, REPEAT PROCEDURE). So the factory says its possible to have vapor issues in flight, and to use the boost pump if you see it. As for DVA's instructions, parts of those are for Continental engines (which have the fuel return line) not Lycoming engines that only have the single delivery line. I use the advice from David @ All american on the Bravo: I couldn't find a written copy (they told me when I picked up the plane) but here is the same advice on an E. http://www.mooneypilots.com/mapalog/HOT STARTS.htm Always shut down at 1100rpm (This sets the throttle correctly for the next start) Cold start: Use standard procedure with boost timed for the CHT (If you were using a block heater in the winter you don't need 20 seconds of boost) Short Soak: (refuel, quick passenger turn etc) Throttle set (at shutdown) Mixture cut-off Crank, and when it catches smoothly increase the mixture to your ground lean position rather than full rich. Long Soak: (lunch) Throttle set (at shutdown) Mixture full rich Boost pump for 2-3 seconds (just to get pressure at the sensor) Mixture to ground lean: crank & be ready to advance the throttle if it doesn't fire. (assume flooded) If the time has been > 1 hour and this doesn't work.. assume cold dry engine & follow the cold start procedure.. Notes on DVA's post: 1&2 good 3 What does this do?... Releasing trapped vapor? Even if it does it will just put more fuel into the intake which is assumed to be too rich already. There is no fuel pressure and no air pressure. the assumption is that there is enough vaporized fuel already in the plenum that we don't want any more until the engine fires. I have never done step #3.. seems like a placebo to me, won't hurt, doesn't make a difference. I'll give #3 a try next time.. and see if I perceive any difference. 4&5 fine. #1.. this assumes idle amount of air.. generally the bravo starts better with the 1100RPM setting. #2 again, not sure about the pressure release So the problem is #3... This is correct for continental engines with the return fuel line.. but not lycomings.. there is no vent port, running the boost pump with the mixture closed does nothing. The only place to get that vapor out is via the injectors & the plenum.. the manual procedure is to hit the boost on full rich for 1-3 seconds.. that gets liquid fuel up to the flow sensor and at worst overprimes the engine... hence being ready for a flooded start throttle movement. I think this was discussed a while back:

We had the exact same thing happen in a J model.. If you don't make sure that the key latch is fully up (180°) it can drop back into the latch slot. (perhaps due to wear it lets the key out without being at the top. ) so yes, check the play in the latch with the key out. We had to remove the cargo door latch cover and use the emergency exit, since there wasn't anyone around on the ramp to help us out.

Stec must be in HDG or NAV mode first... Select the VS mode next.. dial in the VS you want via the knob.. and then press VS.. +ALT and that engages the selector from the G1000. It will slow down the VS when within about 200ft of the capture alt. I always press and hold the VS button first and then press the ALT button and adjust the VS via the knob.

No Mooney G1000 support until 401.34 (and we don't need to pollute this thread with those details) Data logging is one of those features that only the current production group has.

I had that message intermittently the first year I owned the Bravo. It eventually went away after a couple of annuals and I've only seen similar twice: once was the AHRS (re-docked) and another time was a GIA.. (went away during debugging). But those were specific path errors, not the generic path fail. Rather than checking all LRU's you can find the affected path by following the maintenance manual. A Failed path message should not be related to the database cards, but to communications among the LRU's... Since there are redundant paths between many of the devices the system will still work with a single failed path. Here is a generic G1000 manual http://www.sebcomm.com/2448_G1000_G1000HSystemMaintenanceManual_StandardPiston_TurbopropAircraft_.pdf Section 5.1.4 for debugging. There is a Mooney specific manual as well, but I can't find a current link. Start with the AUX page.. all LRU's should show green, or indicate a problem. Beyond that you will need Maint/Config mode. (Section 4)

https://bruceair.wordpress.com/2016/03/18/garmin-gtn-avionics-and-rf-legs/ Software is #1, the support of all of the leg types Including RF. But, looking at the approaches they are designed for the limitations of transport category aircraft, flow control, noise abatement, large radius turns and the pre LPV hardware. Get the big iron down without manually vectoring them to the ILS which reduces controller workload. For example KOAK GPS RNP 12 Z has a DA of 299' Where the KOAK GPS 12 Y has a LPV DA of 209'. We are going to get vectors to final for the LPV. we are never going to fly un-vectored multi legged approaches in a radar environment. http://www.ifr-magazine.com/issues/1_12/features/The-GPSILS-Approach_121-1.html

I think that it had enough length at low trim settings, and perhaps the system was always stretching the piping at high trim. If the tubing was ever cut/trimmed then it was before I owned the plane. We also looked at an Ovation with the system, and there was no slack at full up trim, it did not bind, but there was no extra margin there. the shop in Trenton was familiar with the system, and had the CAV installation instructions, they had the replacement tubing on hand and the proper swage tools, so it has been fixed. My memo was to others to just check that they have no interference at full up trim on their systems. It could have been a progressive problem, each time the trim went beyond X% the system was stressed. after 10 years it had finally reached its limit.

The picture was up above.. At first we thought it had just pulled out, but when we attempted to reassemble the unit there was not enough slack in the system to allow re-connection, and at high up elevator trim the plumbing did not match up at all (pic ^^) Therefore a new 5/16" line was run, and the correct compression fitting swaged onto the pipe.. A well known issue with TKS installs.

Sounds like a regular part 141 school curriculum, completely structured, stage checks, etc. Most of us probably learned part 61.

I was a little more verbose to fend of the initial set of did you check x, y & z. Install was at the Mooney factory @ 2.7 hours. June 2005. The CAV installation instructions say to leave 3% extra length for temperature variations, etc. It does not say to install at max trim extension. The A&P that did the annual said that he did a full up trim check and that the tube wasn't disconnected when the inspection panels were closed up, but he did not run the system, so it could have just "looked" ok, but not sealed under pressure. Our quandary was why it worked fine for eleven years, failed now, and seemed that it should have failed much earlier.

Everyone that has the TKS system installed should check the amount of slack in the line to the tail divider fitting. (available via the tail cone access panel) When my Bravo installation was run to full up trim the lack of slack pulled the line out of the coupling. A check of an Ovation in the shop had barely any slack at full up trim, obviously my system had never before been run full up, and must have been stretching that line at medium trim settings. Timeline: Feb: Ran TKS to check for full wetting. No problem found April: After annual: Stec AP tests, ran the trim full up and full down during the test sequence, no trim motion problems. TKS stall strip glue comes undone.. 3 stall strips, re-glued, none lost. (Did not test since the glue had to set) May: Tested TKS, had fluid pouring out of the tail cone only. Today: Ran new line from belly fitting to tail cone with proper slack at full up trim. All panels wetted, trim checked full up and down.