David Lloyd

Sounds more like a cable moving around. A failing governor usually loses the ability to decrease speed or loss of control.

About 2650. What are you seeing?

In the past I have relied on a single engine airplane to fly to and from on a weekly basis for a number of years. Yes, I would like to hear more.

I've got a Lewis 56B17 probe in my parts bin. Has MS28034-3 stamped on the side, one of the numbers listed above. The visible end appears to match.

When all else fails, go by the book.

The C's are 30 all around. Pretty sure the E's are 45 or 49 on the nose only.

Use a little of those savings to go with the 10" screen. I had 7" screens in my RV7 and they were just a little too small for my old eyes to read comfortably.

I used the Dynonavionics transponder, adsb receiver and their wireless usb to work with an ifly gps display. Worked as it should. I heard it would work with Foreflight but did not have direct experience.

Almost any system is good if you stick with it. It's the deviations that get people in trouble.

Why even use the ngt 9000? Use the Dynon transponder and free up panel space. Use the Dynon ADSB in to display on those nice screens. You have the button panel for the auto pilot but right now you will need the knob panel for the altitude bug, barometer and course. Sure, they can be accessed thru the menus but are constantly used. Are you keeping the PC with remote gyro till Dynon has the autopilot for the E?

Landing at an airport that uses a traffic pattern, I put my hand on the gear switch entering the pattern and as soon as the plane slows to gear speed, the gear goes down. Landing at an airport from a straight-in approach, I put my hand on the gear switch at 1000' agl and as soon as the the plane slows to gear speed, the gear goes down. Both indicators are verified again during a final gumps check. This has worked for me, 40+ years, 6000+ retract hours.

Not a Mooney, a Bo. Gave a ride to a Flight Service Station manager from Carlsbad, NM to Las Vegas on a summer day. The flight briefer asked if I could give her boss a ride as he missed his flight. His flight had cancelled due to fog at Carlsbad (a once every couple years type thing).. The first couple hours he talked about how much flying he had done. The next hour and a half, he was sweating bullets, a bad sign. One bag is not enough! Get a dozen. Don't let anyone in the back seat know what is happening. Open all vents. Consider popping the door. Don't be diplomatic, clean that stuff out of your mustache before I hurl. Geez Loise! The briefer and I have been laughing about it for 35 years.

Engine itself did not fail, but it sure as heck quit running when a fuel line B nut backed off. 75 Hours SFREM. I had checked everything by hand. Next engine change, everything the mx touched, I put a wrench on it.

I spent most of last night trying to fix my weight and balance. I think i found the error. Im talking to my AP again today about it,, hopefully putting the plane on scales tomorrow to get it fixed since when i redid all the math its coming to a CG of 46 instead of 48.5. Every old airplane seems to have some mistakes in the calculated CG. Addition, subtraction, multiplication, transposing numbers, adding rather than subtracting, it all gets done.

Working when removed for upgrades: Rapco 215CC pump and shroud, about 300 hours on pump sold Vacuum filter, regulator, vacuum gauge sold Precise Flight standby vacuum source, pressure switches, valve and control cable sold M20C late model airspeed indicator sold SigmaTek attitude indicator sold Tyco circuit breakers, $10 each OAT sensor and gauge, altitude encoder, antenna splitter, Intervox intercom, GS antenna sold. Starter vibrator sold Two KG102A with connectors, one with mount, KA51B slaving accessory, KMT112 magnatometer, KA525A HSI Sold If you need part numbers, serial numbers, I have pictures. You pay shipping.

Timewise, shop ran over, promised 4 weeks, tuned into 6. Had some autopilot stuff going on. For the most part, once you have it set up the way you want, it is just a matter of watching it work and just occasionally turning a knob. You will probably want to show the nav and glideslope info on the ADI, also choose from wind speed and direction (shown) or groundspeed or true airspeed on the ADI in the lower left. Groundspeed is usually shown on the GPS, you only look at true airspeed every now and then, also calculated on the GPS. I swear, I turn the knob for the barometric the wrong direction every time. Every time! On the HSI, tap CDI and it will switch to your 255 or your 375. Oh, what neat stuff. For training, Fly_M20R (Chris K) has made a number of video in his Mooney highlighting the GI275s in his panel. Find and watch them all. A couple, several times. Probably the most difficult thing to train is to quit depending on your steam gauges. In order to wean myself off, I used a couple strips of 2" wide painters tape stuck over the airspeed, T&B, altimeter and VSI. 500+ hours with glass, I still have to say the airspeed is still difficult. You have to look at it and read it versus glancing at the position of a needle, it isn't natural. You have to force yourself to learn.

Is that a GNX375? Is the 375 and 255 both talking to your 275s? And your autopilot? You're gonna love the new stuff.

I recently upgraded my Garmin subscription from my GNX375 to include my GI275s and Garmin Pilot. The bundle price includes the Pro software (georeferenced charts) for the Garmin Pilot leaving the base subscription price for that. The Garmin Pilot compared to Foreflight or flyQ is like comparing apple pie to cherry pie. Different, but all tasty and they both are still pie. But the difference is that the Garmin pilot may integrate a little better with your 355, and you may save a few bucks. The bundle pricing with all the SIDs, Stars, SafeTaxi, etc. is very nice to have anytime you may need it. Beats being caught short. For a little extra money, you can have all information you need, where ever you go in the US without having to worry about having what you need. As far as the 255 database, it's $25 and part of the bundle, go for it. Years ago, radios came along that had a programable memory for your favorite frequencies. I've had several radios with this feature, including a PAR200B installed a year ago. If you fly in and out of an airport with ATIS, clearance, ground, tower, departure and approach, I can see setting these up in the radio memory and using it for that airport. The RV had Dynon Skyview and would push frequencies to the Garmin SL30. That was a neat feature but only occasionally used. I usually had the next frequency dialed into the SL30 before Dynon would make a suggestion. Other times, I would dial the frequency without writing it down or taking time to look and see if Dynon was awake. I had to act quickly, lest I forget what frequency they said (good memory, but short). Some will say they can't get by without it. Might be good for you, depends on your flying. Only you can tell.

Brad, have a friend that used to have a flight school and had a dozen or so engines overhauled by Triad. He also had two for his personal Seneca and one for his Bonanza done there. The 160 horsepower motors generally went 3000 hours before overhaul, although I did see one fail due to a cracked case and one with missing cam lobes at 2500 hours. I had them do an invasive prop strike inspection on the IO360 in my RV. Most likely use them again when the time comes. Their sister company, H&H Propeller got our prop and governor repairs and overhauls as well. On time within reason, price in line with other shops, plus they are nearby.

Yes, it can show the radial information. But that ability is limited to certain connected CDIs, not all will allow the radial to be shown.

The GI275 will connect to a KX165.

Yeah! Now go use it soon. And be careful out there.

I got 2.41 installed on my 275s yesterday, all still works as it should. Garmin warranty covered that. I got 3.11 installed on my 375 yesterday, not as smoothly. These updates may include several new updates under one general heading. 3.11 updated about 8 or so different things. Included was a GPS update, version 8.1. Included as part of the package, it was not on the list that should be updated. Installer thought it may have been a paperwork error and installed it. The 375 map showed position and heading, same as my iPad. The 275s both had a lost GPS message and would not show a course of any other information. Installer backed 8.1 out and replaced with 8.0, worked fine. Garmin did not cover that.

Won't tell you it was better, but still can't figure out how to copy a clearance using an iPad pencil. Just can't make it write fast enough. How does anyone copy a clearance not using paper and pencil? 12 Years ago I was determined to leave paper charts at home while flying my Dynon Skyview equipped RV7. 12 Years, still struggle with the electric charts! My new iPad is going to make a complete convert out of me however. No, I am already a convert. I was a self briefer with DUATS and it is even better and easier now. A few flight briefers used to answer the phone and say their name, gave a real personal touch to the briefing. In upstate SC one day an Anderson Flight Service briefer answered the phone, "this is Judy." Judy, what the heck are you doing here? "They closed the Flight Service in Carlsbad, NM and I moved here." I had talked to her pretty much every trip to Carlsbad for the previous 20 years. Her next husband gave me a ride home one night when I was stuck without a car. Another time after a briefing and flight plan, she asked if I could give her boss a ride to Las Vegas as his flight didn't show due to fog. Sure. Bumpy ride, he puked endlessly for the last half of the trip. It's been a couple years, this reminds me to dig out Judy's email and catch up on the good old days.

Add to that, never admit, never discuss. Most large companies have the same policies. When there is a problem it is frustrating to encounter a stone wall of silence. I understand the thinking, still, it is frustrating none the less. Unrelated to this, I did receive a call this morning (9/27) from Garmin Support to discuss a 275/glideslope/autopilot issue that has been unresolved at the shop. Discussing the wiring diagrams confirmed my suspicion of a miswiring problem. I was asked if aware of the new software release and Garmin took the problem of the few reported in-flight realignments very seriously.