One Whiskey Hotel

Learn something every day: the GTN-750 has the config settings for all the Garmin goodies, including the GDL88 and GTX330ES, not just the radio stack itself. Held the button down on power up and scroll to the right setup screen; the length/width parameters for the ADSB are in there. Mine was set correctly for wing span (36) but the length was accidentally set up for 85m of length. Should be good now, and while this problem was super obscure and uncommon, hope this follow up post might help someone else one day. Just like any computer, it’s only as smart as the person behind the screen; tell it the wrong stuff and the FAA calls. No biggie though, all is well. Tailwinds and blue skies....

Received a phone call from FAA today regarding ADS-B broadcast inconsistencies, specifically the LWC column which I understand contains aircraft length and width information. My K model is equipped with Garmin GTX-330ES and GDL88 for dual out capabilities. How is this information coded? How does one correct an LWC exception? I’d like to send my avionics shop in the right direction if anyone knows about these intricacies of ADS-B. Regrettably I’m now proudly on the FAA’s NSAL filter, meaning I am denied ADS‐B based ATC services, including the suppression of Traffic Information Services‐ Broadcast (TIS‐B) data. Proudly at the top of yet another government watch list...this isn’t a first! But on a serious note, does this affect how I might file IFR? Should I change equipment codes when filing, as if I was not ADS-B equipped for example, until this issue is resolved? According to the inspector I spoke with, this problem has been consistently noted since 8/2016, TWO YEARS AGO, and that may be simply due to the time it took for Oklahoma City to complete my registration when I bought the airplane and associate the issue with me. I can only assume this is the efficiency of the bureaucracy which is the FAA....

If you change your data sample interval from 6 seconds to 1 second, be ready to download your engine monitor more often if you want to review everything intensively. All depends how OCD you are and how much time you have for such neuroticism.

I’ve learned in owning my K that ships gauge TIT indications are notorious for being low by as much as 75 degrees F. Keeping that in mind, I’d use your engine monitor for TIT and backup with ships gauge for redline, etc. As such, when my FF gauge laid an egg I opted for a JPI 900...seems all those ships gauges are a qualified best guess while reputable engine monitors are quantified and much more accurate.

On the topic of high TTAF, I was casually browsing Controller yesterday and saw a K model with 25,000 hours on it in South Africa. Still asking more than a couple of dollars for that one....will see if it sells sooner or later.

But if I’m not mistaken, a G5 can’t drive a KFC200, if you have one. The Aspen can. Garmin’s great and all, but unless you’re really falling backwards into a beanbag full of cash with a G500 or something exotic like that, the Aspen is probably the better way to go. As far as overhauling the gyro, I’d vote to skip it. It’s just another mechanical point of failure, waiting to be chased again with more good money after bad. Also, doesn’t your backup artificial horizon need to be air driven? If I recall, the STC doesn’t allow for electric backup artificial horizons.

I also run warmer on 5-3-1 cylinders, and suspect it's due to the induction air intake which blocks some airflow relative to the open inlet in front of 6-4-2 on the pilots side. Presently working with GAMI to narrow the spread, as the egt on #1 is warmer too by about 80 degrees. How hot does your #1 and right side run? Cowl flaps closed or trail? Time since top or major? Are your egt's in line?

Hello all, I’m in the market for a Hoskins wingtip strobe for my 80 M20K. Had the copilot wing die the other day, and I know it’s not the power supply as I pulled the other strobe and it worked on the bad side (also dumped half an AMU into a new Whelen power supply this summer). Going to call LASAR or maybe Jimmy and see if they have one off a dead 201 or 231...but if you happen to have or know of one, I’d be very appreciative! Pic for reference. (Huge bonus if it’s been painted firethorn red like my dead one...)

Perhaps I’m shooting from the hip here, but I’d speculate your VG’s are killing your speed. Anyone here know exactly how much they drag on a laminar flow M20 wing?

Peevee: Correct, ships gauge wavered about 15-18, while JPI indicated 21. When I had transducer issues a year ago, it turned out to be bad wiring. The repair resolved the issue immediately, but perhaps it's time to re-examine the repair and verify. When I was in there last, I only found one transducer and I believe the JPI may be piggybacked on the ship's gauge transducer? Is this common?

After resolving a fuel flow transducer issue last year, I've developed a new issue I need some suggestions about. My fuel flow gauge (original MP/FF instrument) has become intermittent and erratic in readings. On takeoff last flight after a short period of not flying the airplane, it would read erratically and seemed to hover around 15-18 gph. Noticing this, I considered returning to the field, but TIT kept true at 1400 and CHT's didn't spike either. I have a EDM-700 and GTN650, and both read about 21 gph consistently on T/O and 13 gph ROP cruise, so I continued the flight keeping a close eye on those and TIT/CHT's, everything was uneventful. Incidentally, in cruise the gauge continued to read erratically between 15-18 gph, contradictory to the JPI and GTN-650 indications of 13 gph. As such, with reliable FF indications on the JPI and GTN-650, I do not believe the issue is in the transducer nor do I believe there is an issue with fuel delivery to the engine. I pulled the CB for the FF gauge to reset it, hoping it might resolve the issue (it obviously didn't), so where would a good hangar elf start to look next? Perhaps the connection behind the instrument itself? Or do you think my FF gauge has simply laid an egg? Need to resolve this as it's a primary and very important instrument. Your thoughts? Anyone else experience this sort of issue, and how did you fix it?

Going to Hawk in Tampa? What scheme did you decide for paint? Those LEDs look very cool..

Western Skyways in Montrose would be my choice. Haven't had them work on my 231, but I never had any trouble with the O-360 in my 172. Still have that airplane also, and it's been a strong engine ever since Western Skyways returned it to me.

It appears to be periodic in nature... I would examine for some sort of electrical interference on the number 2 EGT, but I believe the more likely cause is a failing probe. Swapping the probe with its neighbor and examining the resulting download would confirm.

Hello, All! While on my way back from Paso Robles in my M20K the other day, I noticed a very low #2 CHT on my EDM-700 which caught my eye. Looking specifically at the numbers for the #2 cylinder, the thing ranged from 0 to 285 and all over the place in between, even some negative numbers. I know this isn't possible even if the 'fire was out,' so my question is: should I look for something easy like a loose wire, or does it sound like the CHT probe in my #2 cylinder has laid an egg? Thanks in advance!

Follow up: check check and recheck wiring. Found a loose connection on the positive lead to the transducer. When better weather comes, will test fly and verify all is again as it should be.

I would also add, don't be afraid to pass on any airplane if you don't 'feel it,' I waited a long time for mine and am glad I waited.

Don Muncy started a thread about fuel flow transducers, and many have replied but one question remains: what was the original transducer installed in early 231s, the one compatible with the ships gauge for manifold pressure and fuel flow? I believe mine has laid an egg, and would like to find one with a k-factor close to my original so my ships gauge may work with reasonable accuracy. Based on failure of both my ships gauge and my EDM-700, I believe it is the transducer which has failed rather than both instruments or something else. That said, I'm about to delve into the wires, looking for voltage and good airframe grounds. What is the model of the fuel flow transducer originally installed? Anyone know where I can find one? Alternatively, how does one go about recalibration of the ships gauge for Fuel Flow to a transducer of a different k-value? I'm guessing recalibration is necessary, but that's only a guess...I'm a pilot but not an A&P. Lastly, as the EDM-900 is an upgrade from my 700 and I realize the original components don't last forever, my longer-term plan is to install the 900 as primary but keep original gauges for backups. Anyone done this, or does the 900's STC not allow for such installations?

Don Muncy: how has your transducer been holding up since cleaning? I have a 231 with a likely failed transducer as well, considering neither my ships gauge nor EDM700 are registering fuel flow. Wondering if cleaning the transducer as Jose suggested is proving to be a sustaining repair.

Thank you, Don, for sending the plethora of information you sent regarding 231's. I've added it to my library and felt reimbursing you for postage was the least I could do to say thanks.

I'm the new owner of 231WH, a longtime Mooneyspace lurker; new to posting to the site and new to Mooneys. Jake did a really great job with this airplane - it has an amazing avionics package which made flying it home to Utah from Florida a dream. Very capable cross-country machine!

Good Day, Florida Mooniacs! Anyone in Florida looking for transition training, recurrent or re-fam training, or even a simple BFR in type should give Mike Elliott of Tarpon Springs a call. I recently took delivery of an M20K from Daytona Aircraft Services, and selected Mike for my transition training; my selection was truly a blind selection, having found Mike from LASAR's list of Mooney instructors from halfway across the country (I'm in Utah). I'm glad Mike was closest to Daytona, as the only basis for my selection was geographic proximity. Hopefully this review will give Florida Mooney pilots something to consider aside from geographical proximity alone in fulfilling their instruction needs. Mike is professional and very experienced, with invaluable perspective in all things flying and Mooney. At the same time, I also found him to be jovial and of very positive personality, which helped ease of the pressure to learn flying a 231 in a completely new place prior to flying my new-to-me airplane home. He will travel; based out of the greater Tampa area, Daytona was a trek but no sweat for Mike, and he was in Pensacola prior to training with me. I enjoyed my transition training and feel I made a friend in the Mooney community. I had a great experience with Mike Elliott and strongly advise anyone looking for instruction in Mooney aircraft to consider him. He's a frequent poster here on Mooney Space, I'm sure most if not all have seen posts from him, and is easy to contact at mike@aviating.com Fly and Be Safe, James Lee 'One Whiskey Hotel'