PaulM

KABE lists the same hours a KSYR... so perhaps it is an as requested airport.. but not a customs fee airport like KMMU ($25) (Where they will dispatch an agent from KEWR). It could be that KABE is too far for temp workers.... there is no border or other site to move them from.

I would usually clear customs nearer the border.. KBUF, KIAG.. KRUT, KALB. To get it over quickly and give maximum flexibility once cleared. If you really want to make a longer first leg did you think about KABE? they have daily M-F customs, are almost as far as KPHL, and certainly more reasonable $$ than KPHL. Otherwise clear customs.. then fly close by for fuel.. KVAY

The 6 hour rule was changed around 1997 http://flighttraining.aopa.org/magazine/1998/February/199802_Is_Currency_Any_Easier.html https://books.google.com/books?id=0iNHz-kt9n0C&lpg=PA25&ots=B9ndBm3AF9&dq=flying%20magazine%20IFR%20currency%201997&pg=PA25#v=onepage&q=flying%20magazine%20IFR%20currency%201997&f=false I flew many a flight as safety pilot in the right seat with my father to keep up with this rule.

Those fuel flow charts are at the lean limit.. Peak TIT or just lean of peak. If you are running best power or full takeoff power the flows are much higher. Image 1 doesn't give us a MP but the fuel flow doesn't match the max lean 200HP setting, so it would need imply max power. Image 2 has about 28.5" for 200HP @ 2400 (best power mixture) There are similar charts for 2575 and 2200 rpm. I usually run a power setting that gets me 17-18G/hr at peak TIT. which is 80% power.

I will be there with a +1

In short: No.. That frame has no provision for a parachute.

Have you thought about KVAY on the NJ side?.. they have a flight school there. (and claim to have an Arrow). The school at N87 (Robinsville) has a J in their rental fleet. Don't worry about complex/HP until after you have the the private.. It's only a few hours of extra training. I transitioned to a M20J in about 1 week. Learning to land in the simple trainers (172, warrior etc) is much more forgiving.

Check the wiring to the thermocouple. I had a TIT probe (Type K) bounce about 30-40 degrees. It was a loose screw+nut on the wire where the probe leads are connected to the wire loom. for example : http://www.aircraftspruce.com/pages/in/probesandsenders_cht/gem3.php (as previously mentioned above). My mechanic pointed to probe X and said, all tight. I pointed out that was an EGT probe on the exhaust riser and not just before the turbine. We pulled the lower cowl and found the TIT probe and tracked down the loose connection. As for the differential.. well that would need to know the probe types, location (some are washers, others are probes. )

Would you let us know which device compatibility/config tree that the GTX345 is using with the GDU12.x software for weather compatibility? GDL88 was merely a guess. I suppose that the GTX345 installation manual might give us hints. We understand that if you have the GIA63W in the G1000 system that it will feed the position data to the GTX345 directly without requiring the internal GPS, but the status of WAAS updates for many 2005-2007 Mooneys is in limbo at this time. Dan's and my G1000 are just two of these these early STEC installs, and he was not getting a clear statement of what works and what won't. It seems clear that today, a non WAAS 2005 STEC requires the GTX345 with internal GPS. The system will give ADS-B out, feed TIS-B traffic back to the G1000 via rs232, and after the 401.34 software update also provide FIS-B weather directly to the G1000. So, now Dan knows what to expect on Day 1, and which features will not work until future updates are performed.

The compatibility information is on their main web page: GTX™ 345 Support for G1000® Aircraft Display of GTX 345 Traffic Requires SW: GDU v7.10 & GIA 63 v5.31 (and later) Display of GTX 345 Weather Requires SW: GDU v12.00 & GIA 63 v6.20 (and later) Therefore with the current software rev (401.30, GDU v9.03) you will get ADSB out + the TIS-B traffic data, but not the FIS-B weather until approval of the (401.34, GDU v14.02) software by Mooney. The method that Garmin has chosen to support the G1000 system is by emulating their previous products. So to the G1000 system the GTX345 mimics the behavior of the GTX33 + GDL88. Since GDL88 support wasn't in our 401.30rev, you don't get weather. So, the 345 will work.. but you have to define "work". With the 345's internal WAAS GPS option, you will get ADSB out with transponder control via the G1000. So no matter what you are 2020 covered.. If a person defines "work" as 100% of promised features, ADSB OUT+IN+UAT then no.. it doesn't "work" with our software rev. The only reason to wait now is if you are going to get the G1000 WAAS upgrade, and then having the GTX345 w/WASS is redundant (and an extra GPS antenna?) It seems likely that the cost effective solution for G1000 is going to be the GTX345 rather than the combination of GTX33ES + GDL88 for complete ADSB IN + OUT functionality.

Various turbines have a hour limit for 100LL at about 150 hours per overhaul (PT6).. Please see your POH for specifics on your installation: EX: TBM900 THE USE OF AVIATION GASOLINE (AVGAS) MUST BE RESTRICTED TO EMERGENCY PURPOSES ONLY. AVGAS SHALL NOT BE USED FOR MORE THAN 150 CUMULATIVE HOURS DURING ANY PERIOD BETWEEN ENGINE OVERHAUL PERIODS.

The max fuel number depends on your model and the year that the tank pipe was designed. (and the stickers) The differences are outlined in the POH supplements: (Bravo) http://www.mooney.com/en/pdf/51%20Gallon%20Fuel%20Tanks.pdf "The fuel tank stand pipe is marked at the bottom edge to show that 44.5 gal (168.45 li) is contained in the tank. An additional 5.6 gallons of fuel may be added up to the mark at the top of the wedge shaped slot in the stand pipe for a total of 51.0 gallons (193.0 li.) in each tank. " The new filler necks have a wedge shaped cutout that allows the air to escape from the top of the tank in a reasonable amount of time. According to this supplement: Minimum Fuel Grade (Color) .......................................100 LL (Blue) or 100 Octane (Green) Total Capacity ................................................................108 U. S. Gal. (408.8 liters) Usable ..................................................................... 102.0 U. S. Gal. (386.1 liters) The full 102 is usable... but rumor has it that you need to be very patient in getting it right up to the top of the notch, and that for usual operations and standard FBO fillers should not count on that last 2 gallons. The G1000 system also has 3 possible "max" settings for the fuel totalizer (89, 102 & 130) (set by avionics shop). I do not expect that the fuel float gauge indicators are changed for the 102G.. (they indicate > 45 when full).. as for the Monroy 130 STC, I seem to remember that the Supplement had a chart. Indicator says X.. Tanks hold Y. Mooney understood that getting that last 2 gallons was tough, so they changed the decals..to this (Ovation + Acclaim) http://www.mooney.com/en/pdf/SUPP0018.pdf which only lists 100G (106 Unusable) Which is why some say 89.. some 102 and others 100.. and they are all correct.

You should first read this: http://www.csobeech.com/files/S-TecServiceManual.pdf The roll-centering adjustment needs to be correct or you get odd capture/turn/offset issues. It can be adjusted in either HDG or NAV mode.. Just tweak the adjustment until you track correctly. When I bought my bravo the 55X was about 5° off and NAV mode would eventually integrate onto the NAV line, but at every GPSS waypoint transition the integral factor would be reset to zero and the turn would be off until the "I" in PID could factor back in. About 5 mins in cruise with NAV mode will allow you to adjust this. I couldn't believe that the previous pilots flew with that offset, I noticed the issue right away.

I would definitely drop by Air Mods (Just off exit 7A) and talk to Dave. Their flight school has a M20J for training and rental.

The issue isn't just the WAAS/ADSB 2020 mandate. That is just the part that has a deadline. The real issue is the perception of orphanage and delay within the G1000 architecture. Software updates are an essential part of keeping the G1000 avionics stack modern and usable. Mooney has been shipping Acclaims for 18 months, no software updates for the rest of us. This isn't just Mooney's problem.. Garmin's reputation and sales are also impacted. Our state of the art avionics systems are locked into 8-10 year old systems. No flight stream, no GDL88, etc. Look throughout Garmin's SB database for software updates to XXX (Non-G1000). Each of these implies a software issue that has been updated to the general community, but that G1000 users are locked out of (until included in the OEM G1000 bundle) Think about your panel, how would it feel to be told you can't update it for 8 years, plus no indication of when that will end. (9 years? 10?) Avionics are the parts that pilots fiddle with the most. If we didn't have iPad's + stratus/GDL39, bluetooth headsets, etc we would probably have gone crazy. Is this where we are going as an industry with modern aircraft? You get what you buy new, forget about updates, or carefully pick a OEM based on their relationship with the avionics producer and have a track record of coordinated support? Do we need to keep a timeline of how well Cirrus, Cessna, Beechcraft, Piper and others are working with G? This is all new to the panel being integrated with the airworthiness certification. Before you could kick King out of your stack, Narco, Garmin, Century. etc.. all kept each other in line. I don't see any OEM going back to discrete components (other than at the bottom of the cost line). As for the ADSB add ons (even the GDL88), they are all UAT only solutions.. Which would keep our Bravo's out of Class A above 18K. All 1090ES solutions are to update your transponder to ES. Could we rip out the GTX33, and put in a hard wired something else? perhaps, but the real solution is already there, it is being sold new today... GIA36W's with the GTX33ES + software update.

We early GX/STEC owners are not singled out in our upgrade woes. There have been no updates to the software since 401.30 in 2008. http://www.mooney.com/en/sb/M20-307B.pdf No Mooney (other than the new ones coming off the factory line) has the 401.34 software. Therefore no 2005-2008 plane can update to the GTX33ES and have ADSB-out for 2020. Or data logging, the new menus or any other feature since 2008. Lets face it, the software is developed by Garmin (and already done) and then customized by Mooney and Garmin. We have gone over that Garmin owns the STC.. but that software releases + configurations are certified by the OEM via a SB (as above). This is all a question of certification, and we don't know the details of the private agreements of G1000 developers on the levels of testing, hardware combo's etc that would make this a problem. If you have looked at the G1000 system maintenance manual, the key long term problem with G1000 (and all integrated avionics in general) is that if the Vendor/OEM hasn't designed it to happen + released the config for your individual airplane configuration, it doesn't happen. You can't add a TAS unit and just tell the G1000 that ARINC#4 is a TAS in feed. The config must have a selection for the Sky 497. From a technology perspective, we know the GIA63W's work, and I will bet that If you plugged them in today they would run. Same with the GTX33ES. Garmin only writes 1 or 2 versions of the G1000 software.. the magic is in the airframe config files that say.. RS232#4 is a GTX33 software version 5.23 etc. Why is the certification delay (for at least the WAAS/GFC700 units) so long for 401.34? I don't know and Mooney isn't talking. It does seem odd for a business that will make hardware replacements and support airframes for 50 years to delay software updates that are now as essential as any other part of the aircraft. You can see the incredible problems (error) of this system with the GDL88. Garmin's latest and greatest G1000 systems won't talk to it, (i.e. no plane under 10 years old) but you can have full integration with your 20 year old GTN system.

The sidewinder has an similar patterned knurled surface to the RoboTow The problems were: #1 That the wheel is driven, and on ice the wheel itself will have limited traction when pulling over obstacles (like the lip-seal of the hangar), it will just spin. #2 that the wheel picks up snow and then transfers this to the drive roller, given some slippage + friction heat the snow will melt and re-freeze on the drive roller removing all traction that that point. My Hangar might be different in having a 1" lip (water barrier) that you need to drive the front and then main wheels over. with the north facing door the first 6' or so is icy/snowy since it doesn't get direct sun in the winter. You can get the front wheel out. and then when it needs traction to pull the mains over the lip you are on the ice zone.

I have the Sidewinder which works fine on dry/wet pavement. The system was not useful on ice/snow, and I had to get a standard tow-bar (redline) to handle the plane in the winter when the ground is contaminated.

Looking at the strain relief on the 12V side cable that was some sort of converted dongle.

Yes, these are Waferstar GSM-AUTO devices.. the early ones needed an external AC-12V converter (or that little board).. http://www.waferstar.com/en/GSM-auto.html The extra wiring on the back of the main board is current capacity.. SB must have found that the OEM board traces really can't handle the 30 amps that the relays are spec'ed for or even the 10A a block heater can draw. They should handle up to 15A since it has a NEMA 4-15 plug+socket. Technically it should also have a 15A breaker on the input so that if you plug two 10A loads it trips the 15A input rather than attempt to draw 20A down the 4-15 plug. That power supply is a switching supply, and more complex than a wall wart, which is just a transformer if 12Vac and a transformer + diodes and a smoothing CAP if DC.. You can wall wart it as a replacement. Later ones have a AC-DC converter: http://www.waferstar.com/en/gsm-auto-ac.html If you are worried about current/fire risk I would just point a thermal camera (or just touch the relay/board/) after it has been running for an hour. Unless there is excess heat it won't be a problem.. but that device definitely isn't UL spec. This is one of the times when it is good to add a LED to your device. Then you can ask "is the LED on?" Which allows you to quickly debug power supply, did they plug it in, is that outlet live, GFCI popped, sort of issues. I can tell you that pulling 20A through a 12/3 cable with 4-20 plug will get "warm" under continuous load.