201Mooniac

Here is a pdf with all the schematics for the M20J series that Mooney sent me. Mooney Service Manuel M20J Vol. 2 of 2.pdf

It was actually at North Bend (KOTH), not Bend (KBDN) Oregon. In this case, North Bend isn't just north of Bend, it is maybe 150 miles WSW and right along the coast. Bend is considerably inland.

I've used a few parts from them and they worked well but just be aware that the dimensions on some of the parts from Vantage don't always match up well with other parts from Mooney. I had a terrible time with their headliner for my J as the speaker grill openings were too small for the Mooney speaker grills and the insert piece where the light switch and air vent knob also didn't fit (opening was too small). Vantage didn't have those parts available so the headliner was basically incorrectly dimensioned to use Mooney parts and Vantage parts to fit their headliner section weren't available.

I did the same when I installed my G500TXi and GI275, the AV20S is the tiebreaker and also a good clock (I think at the time I borrowed the idea from Skip).

In the most recent GFC 500 AFMS, the procedure is: Firmly grasp the control wheel Press and hold the AP Disc/Trim interrupt Regain control Manually retrim Pull the AP circuit break

I agree the integration of the G3X/G5/GFC 500 is very well done, offers good redundancy, and is a great value. I had the G500TXi and with the GI 275 the AP can be driven by either ADAHRS (by default from the TXi and if that fails from the GI 275 but not the other way as the TXi won't drive the GFC 500 directly). I believe the TXi and the GI 275 work very well together and are more modern hardware with better display quality. It is definitely a more expensive solution and the extra dollars don't provide much value (other than display quality, IMO) unless you need to use other interface capabilities that are available with those devices.

Good question, I think as long as the software (and STC) support using the G5 or GI 275 as a 'classic' G500 backup, it should work because as Skip says, the GFC-500 is driven by a G3X, G5, or GI 275, the G500 or G500 TXi just displays the annunciations and the flight director.

Or a G500TXi and one of a G5 or GI 275

My MT prop has no paint on the nickel leading edge strip, it came from the factory that way.

Paul is a retired petroleum engineer but as I understand it he did not work with GAMI on the fuel but instead he worked with the FAA on PAFI (might have been in his work capacity) and with AOPA on their advocacy for unleaded fuel.

The one I have I got from Bose many years ago, I haven't tried this one but this seems like it does the job https://www.aircraftspruce.com/catalog/pspages/pilotUSA32.php

Barry Schiff once wrote an article (in AOPA I think) that said he tried the full nose up trim in several types and found it is typically about right for approximating best glide. I haven't tried it in my M20J but maybe I will this weekend.

What other equipment do you have? The GTX 345 would also have the USB dongle so you might have to look around. I have never used that to update mine so I'm not sure which connector it has.

I have a spinner that was removed from my 1980 M20J when I changed to the 3 blade MT prop. Let me know if you might be interested, I can send pictures.

Interesting, thanks for sharing, I'll have to watch out for that.

Curious what you find finicky about the GSB-15? I have two, one is connected to each of my GI 275 and neither has been an issue for me so I'm curious what is different?

Artcraft painted mine 16 years ago and I'm told it still looks as good as new (except for a few small chips and a scratch I caused). Teresa is very easy to deal with and recent paint jobs I've seen look as good or better than mine.

You might check with @Speed Merchant if he knows the current status of the LoPresti cowl, he is kinda familiar with it

The FAA registry shows N1156P as belonging to this M20J. Maybe flightaware got it wrong.

My M20J is non-turbo but I use Power (make sure MP and RPM is as expected), Pressures (check fuel and oil pressures), Airspeed (make sure airspeed is alive), Cylinders (check to make sure all cylinder EGT/CHTs are as expected). I recently aborted a takeoff because one of my EGTs was way too low, turned out one of my exhaust headers had broken away from the flange. I've previously aborted a takeoff when at a high elevation airport I miscalculated what I should expect for the MP, turned out it was correct but I'm glad I checked it out on the ground rather than had a problem in the air.

A couple of questions, what is the heading source for each unit? Is it a shared GMU 11 or are you getting data from another PFD which could require some configuration changes? Also, have you verified the units are talking to each other? I can't see how the HSI is in track mode unless it isn't getting a Heading which would cause it to revert to track.

David's tools are great and he can get them to you quickly. Much easier than building yourself and not too expensive.

You might be thinking of the clinics that Jerry Manthey used to do. He stopped doing them years ago. Very helpful information.

Curt, Happy New Year. If the hold was not a hold in lieu of procedure turn (HILPT) then it won't have automatically been put into the flight plan and it won't have offered the option. When you push the hold at waypoint button, it is allowing you to build a user hold which requires you to input the hold course, inbound or outbound direction, turn direction, leg type and EFC. In the GTN Xi Series Pilots Guide you can find it in the Navigation section, I've attached the relevant page. The Cowling is still great, no problems with it at all. The only issue I every have is with the landing light cover, mine doesn't match the production one so it is hard to get. Adam User Holds.pdf

Curt, If the hold at the IAF is a HILPT, then the hold will be included in the loading of the approach and depending on your direction of arrival at the IAF, it will ask if you want to hold there. When you push the TOGA button, the GFC 500 will go into GA mode which is a wings level pitch up of 7 degrees. This will accomplish the initial climb portion of the missed approach. To follow the navigation portion of the missed approach, you need to push the NAV button once you have begun the climb and cleaned up the plane for the missed. If there is a straight ahead climb to an altitude before turning, there will be an altitude waypoint so pushing NAV will not turn you too soon. Hope this helps. Adam