201Mooniac

I'm not sure what is allowed on the MT prop as to any play but I can tell you that on mine (about 750 hours since new) there is none and no noise at all when pulling on the blade root.I don't do it often as I use a power tug when at the hangar but I do use the blade root to pull when moving with the tow bar.

Just for a reference point, I ran my GI 275 standby AI on the battery for a couple of runs and found it ran for 86 minutes once and 91 minutes the other time. This certainly isn't as good as the G5 battery but it should get me down. I would love a standby alternator but I can't seem to get anyone interested in installing one as it seems to require a field approval and those are rather difficult to come by, at least in the local FSDOs.

Absolutely beautiful and really well equipped. If only I was in the market for an Ovation...

I checked my logs and mine were rewebbed by Aviation Safety Products https://aircraftseatbelts.com/

I had mine rewebbed at the last annual and the company that did the rewebbing replaced the plastic rings and mine are nice and tight now. If you are interested I can look up the company name that did the rewebbing, it wasn't Alpha.

I love my shop (Top Gun) so I have no need for the SavvyMx but I've been using the SavvyQA and have found it very useful a few times (like when I had issues away from home). I'm not sure it is worth it but the QA cost is about half the Mx cost so I've been using it for a couple of years now and will probably keep it for a little wqhile at least.

I remember many years ago Top Gun adding O2 to a plane without it, I think it was an M20K. You might call Mark Rouch and ask him how to go about it. 209-983-8082

I don't dispute your experience but again, in my experience I've flown 150 hours a year for the past 5 years on this prop with no issues at all. Maybe there is some difference with the way they are operated or some other factor that is currently unknown but I wouldn't want someone to only consider one experience when making a determination.

That may be your experience but it is entirely different from mine. The MT 3 Blade prop on my M20J has been flawless for the many years I've owned it. Nothing coming off in chunks or self destructing and no grease or reseal needed. GThe prop has performed exactly as advertised and I would buy one it again. Given that the blades of my Mac 2 blade prop eroded in just a few years to be unserviceable, I'm very happy with my MT prop.

I used the AL12-P70 on my 1980 M20J and it was a simple replacement. That alternator did not require any wiring changes and still uses the external VR (mine is the Zeftronics R15300 I believe).

I've had the Saf-Air unit on my IO-360 for the last 14 years with no leaks. I do clean the valve occasionally and make sure to pull it closed, not just off the clip.

If Alan's doesn't work out for you, let me know I have one in my hangar somewhere.

This is really critical learning from this thread. I guess I always just thought autoswitch was still flakey and while I have it enabled, I always plan to manually switch on IMC approaches and use the autoswitch as a pleasant surprise when it works. Now that I understand it better, I think I will likely disable it and stick with manual switching so I am never surprised by what the automation is doing.

I usually to try enter the hold so I can slow to about 90 kts when turned inbound so I would have been closer but if the intercept was very close to IPDEW, it would depend on when I was within the lateral dimensions of the box I would think.

Looking at the chart I think you are correct. I typically approach from the west and have a teardrop entry. This time I was coming from the northeast and had a parallel entry. It didn't occur to me that this would make such a big different in how the automation works but looking at my ground track from that flight it looks like I reintercepted the course about 1 mile from IPDEW Hold Exit. I can't tell when the switch occured though.

You can remove the annunciator panel if all of the required annunciations are available on other devices. I used an Eaton type annunciator for my gear which has both the gear unsafe and gear down in a testable annunciator (it can be custom labeled)/ Others have used two discrete lights for the same purpose. As to debugging the current issue, this should be fairly simple to debug. If the floor light is working correctly and the wiring diagram shows the annunciator using the same wire off the gear down limit switch then it is likely in the wire going to the annunciator which should be easy to test with a multimeter. It could be something else inside the annunciator panel itself though which is repairable.

I believe I was as I flew the HILPT and this course has worked previously.

When I bought my M20J in 1995 it was outside my planned proce range but now, 28 years later, that cost extra was so insignificant in the total lifetime cost that I'm so glad I stretched. It is great when you can buy your forever plane first.

I did look at the setting and it was checked. This is the first time since I set it up that it didn't autoswitch. I flew the same approach (coming form the other side) in actual the day before and it worked fine on that approach.

I had the autoswitch fail to switch on the ILS 29R into KSCK the other day. I was pilot nav to IPDEW for the HILPT and had APR armed. The CDI flashed and no autoswitch. I'm not sure if it was pilot error or not but I'm less confident in it now than I was previously.

Ah, good point, I didn't ask if the G5 was ADI or HSI I presumed HSI as G5 doesn't work with non Garmin APs as an attitude source. I'm not familiar with the KAP 150 so I'm not sure if it needs an attitude source from the ADI.

You should check section 4.1 of the G5 Pilot's Guide, it describes the process. While I haven't ever done this with your configuration of equipment I think basically if everything is installed to enable GPSS, you would enter your flightplan on the GPS, have the G5 on Magenta needles, on the G5: 1) Press the Selection Knob to display the Menu. 2) Turn the Selection Knob to select GPSS. 3) Press the Selection Knob to enable/disable GPSS Mode. and on the KAP150 select heading mode.,

Well we do the 50 and 100 hour checks at annual but I haven't done the 1000 hour inspection they list. I'll have to ask my IA about that one.

I added a new plane power alternator when I replaced my engine 1500 hours ago. No maintenance at all since. Like Skip, my M20J draws 18A in cruise from the 70 amp alternator. I've never really thought of checking the brushes.

Don't want to sound glib but I bought the third airplane I looked at and have had it now for 29 years, turned out to be the perfect forever plane for me