David Lloyd

New engine monitor What the heck Why is it doing that Temps are exact But not exactly expected Pressures are jumpy It’s like four engines up there 9.2, I always thought 9 or so Did this mayhem just begin Or was it like this forever So many new things Now to worry over Was fat, dumb any happy Till I met you, JPI May start diet tomorrow

I'm coming up on a year since installation of two GI275s. Battery test is required yearly for IFR, but the pilot guide says 392 days. Pilot guide just says it needs to be done but not how. Pilot guide says refer to the Installation Manual that Garmin doesn't hand out. AFMS is no help either. Does this mean the radio shop must be visited? Sigh. Don't know where I got this part of the install manual. Is this what you are doing now? 5.12.5 Backup Battery Check This procedure will analyze the voltage and discharge qualities of the installed backup battery. The procedure is required to be completed on initial installation and every 12 calendar months when a backup battery is installed in the system. A fault indication message will be displayed in Normal mode until this procedure is completed. NOTE The battery rundown test may take up to 150 minutes to complete. NOTE The battery rundown test date is reported in UTC. To complete the backup battery test, complete the following steps: 1. Power on each GI 275 with an installed backup battery in Configuration mode. 2. Navigate to the Backup Battery Test page (Calibration/Test → Backup Battery Test). 3. Touch the Before Test Checklist button. 4. Verify that “Discharging” is not displayed under Battery State. 5. Touch the Test Date button and enter the current date. 6. Complete the on-screen checklist. Touch each checklist item once completed. Once all checklist items have a green check mark, touch the Back button. 7. Touch the Start Test button and follow the on-screen commands. 8. The GI 275 will power off automatically when the test is completed. 9. Power on the GI 275(s) in Configuration mode and navigate to the Backup Battery Test page. 190-02246-11 GI 275 Part 23 AML STC Maintenance Manual Rev. 1 Page 5-35 10. Touch the Test Results button and then Rundown Test Results button. a. The results are displayed the date the test was performed and how many minutes until the battery ran down. 11. For aircraft that are approved for flight over 25,000 feet, a rundown time of at least 60 minutes is required to be considered a PASS. For aircraft that are only approved for flight at 25,000 feet or less, a rundown time of at least 30 minutes is required to be considered a PASS. 12. If the test results were not a PASS as described in the previous step, the battery must be replaced using the procedure in Section 5.5.

Wish mine would go that fast. Not impossible but a lot of work. Brian Seeley Mooney.pdf

The inflight compass correction really needs to be done to have any accuracy for the calculated winds. They will always be a bit off due to the 2-4 mph error of our Mooney pitot static system. Until the correction is done, the calculated winds could have large errors. You’re gonna love it.

Either My 275s or 375 got the latest software update on 2/28, don’t remember which was not current. Next update in March failed to work promoting my next call to Garmin when they acknowledged the problem. See my post earlier today. Don’t know if they have released anything more recent, their site fore service alerts has been improved (made less user friendly) just a few weeks ago.

A few weeks ago I called Garmin and was told the 275s getting stuck at 100% was a known problem and they are working on it. To work around, install one database at a time. Don't know why it took three phone calls to find this out. How much time have their customers lost trying to get their updates installed when Garmin knows but won't say there is a problem. Yes, I have the same problem with my Wi-Fi password. The Bluetooth no longer connects automatically, and sometimes disconnects during a flight. Sometimes the Bluetooth disconnects in flight. Sometimes the 275's must be restarted before it will connect. Garmin also neglects to tell you some databases are to large to load via Wi-Fi and must be updated by SD card or USB. It's great technology, not perfect.

A some of C models with a 3 blade prop have the battery relocated aft for balance. Same for D and G models.

Having a mechanic small enough to fit under a Mooney motor appears to be an efficient, back-saving decision.

Looks like they used fixed cowl flaps beginning in 1969 until the latter part of 1975 based on the bottom gusset specified in the service bulletin. Cowl flaps were added to my 1975 C that falls into the 1969-1975 range of serial numbers. The notched bracket was used.

Spoke to Garmin Support today about three items. 275s Won’t load new database updates from Garmin Pilot wireless, will lock and never finish the update. Brian said it was a known problem they are working on. Fix for now is use the thumb drive or update only one part of the update at a time such as navigation or base map or obstacle. Or in my case use a SD card, update the GNX375 and then sync to the 275s. 275 And iPad no longer auto connect. Must be connected manually via iPad settings. Brian said have both the iPad and 275 forget each other, then reconnect. Should connect properly then. The last was related only to Garmin Pilot listing expired updates. Brian did say the airplane should be positioned for the GPS to be able to get a lock. I did suggest if they knew about a problem, there should be some means to communicate that problem rather than have their customer squirm for months thinking it is something they are doing.

Are you getting much rpm drop when checking the carb heat after startup?

For some good reading on cowling airflow, open baffling versus doghouse, go over to vansairforce.net and search posts made by Dan Horton. He frequently references research done in the '40s and '50s to explain what is happening inside our cowlings. Van's uses open baffles similar to what the later Mooneys have. On at least one of Sabermech's cowling installs, he used what appeared to be a standard Van's baffle kit. When Dan Horton built his RV, he went to great pains to build a plenum instead of the standard baffles, plenum being a fancy name for our doghouse. After many years, much research, many explanations and many changes, Dan wrote that either system is good. The difference between the two is not the big picture but the small details. Either done well cools the cylinders and oil. Either done poorly does neither. The C never got the open baffles, keeping the doghouse through it's life. G the same. The E and F went from the doghouse to open baffles in 1967 as FlyingDude points out. Many people complain about their doghouse because they are old, vibration has taken it's toll. I think each one was hand-fit, parts may or may not work without modification. To get the most from either style, spend some time in a dark hangar with a light to find all the holes in the baffles and seal them tight.

Have the switch installed for the GPSS. Even though the button is now at the top of the menu tree, a dedicated and visible switch will be a lot nicer.

Think Paul was referencing dollars. The G5 plays well with the G3X, not so much the 275.

Picked up my C at AGL Aviation today, a friend gave me a ride in his F, dropping it for an annual inspection. This year he is having the original 1976 discs replaced. For the last couple years, cold mornings, sometimes the gear would not come up unless the bypass was pushed. Recently it has been every cold morning. Lynn and Tamara met us this morning, while there another Mooney was being dropped off. Lynn took care of a problem for me in just a few minutes that three other shops did not understand what or want to do. It is refreshing to deal with someone like Lynn that actually cares about doing a good job.

IFR certified GPS navigators have to lock on to more satellites than any VFR units. Then have to pass several more self tests before announcing good to go.

Nor is it the same as a missed approach. 10 knots fast, 100 feet high, a little tailwind, a downslope runway, all these things add up. Doable with a 5000' runway, maybe 4000', maybe even 3500'. Less than 3000'? Won't work for a Mooney. Making the go-around decision while floating in ground effect halfway down the runway won't work with 3000' either. Go find a 3000' runway and set up for a normal landing. 10' off the runway, put the power in and go around. How far down the runway before you are back above the tree tops? What would have happened beginning the go around more than halfway down the runway? Everyone should visit a shorter runway and practice occasionally.

If installed only as an HSI the switch is not required. If installed only as an HSI, it will not show as anything except an HSI. What does happen when you turn the outer knob? If the HSI is configured as a HSI/standby ADI, the reversionary switch is required by the STC.

It all depends. Most 275 HSI installations are the ADAHRS version with standby battery and configured as a standby ADI. If so, and installed as primary instruments a reversionary switch is required to comply with the STC. You should have a AFMS in your POH that would have details on configuration. If no reversion any switch, turn the big knob on the HSI. If configured as a standby, it will go to the next screen: ADI.

The database updates of the 275s can normally be done wireless from Garmin Pilot, or from a thumb drive inserted in either the ADI dongle or the GSB15 if equipped, or in my airplane a SD card in the GTX375. Updating the firmware, I saw an avionics shop use the ADI dongle and a thumb drive. Don’t know what other options are available for that.

Various displays and radios I have used include Dynon Skyview, G500, GI275, GNX375 and GTN750. Each could display various information on the map or ADI screens. That various information could be selected from list of 10 or 20 items. Seems like no matter what I selected to display there was one more item I wanted and had to leave something out. Should I display time to the next waypoint or to destination? True airspeed or temperature? What to omit in order to display winds? Display this here, display that over there. So many choices but never enough answers. Back in the old days we just wanted 20 more knots, 20 more gallons and 200 more pounds useful load.

The 75 ohm resistor is the short shrink-wrapped part between the two terminals. When I cut the shrink wrap off mine, one of the leads had pulled out of the resistor. The shrink wrap is there mainly to add mechanical strength to the flimsy little resistor. The orange arrow is pointing to a capacitor. While you have things apart, remove the brush assembly behind the fiber board rectangle. Any auto alternator shop will have those brushes. May as well replace them and go another 500 hours. In the download section there is an Interav trouble shooting and repair guide. Parts are still available but can't remember the name of the company, it should be easy to find with an internet search.

I had a conversation with the former owner of Interav before he sold the company. He said the 75 ohm resistor on the back of the alternator provided initial voltage to the field winding at startup to get the electrons flowing. If the resistor was failed, there usually enough residual magnetism in the stator to begin producing voltage at a higher rpm than idle. Once producing power, it would all work like it should. Sounded somewhat logical to me as one of my resistor leads was broken and it would come on line about 1600 rpm and work fine until the next start. One of you electrical guys can probably clean up what I wrote.

Just got my renewal notice yesterday. After years of silly low premiums, things have turned around. 6713 TT, 5895 Retractable, 591 M20C. One claim a dozen years ago for a prop strike inspection and one new blade. 2019. 70k. $946. Commercial & Instrument 68 2020. 70.k. $1562. Commercial & Instrument 69 2021. 70k. $1866. Commercial & Instrument 70 2022 70k $2107. Commercial & Instrument 71

Nope. Before flying today, tried to update via Garmin Pilot. Same as before, downloaded and froze at 100% during the update. Worked perfect for 9 months and suddenly dies. Go figure. Just downloaded all to an SD card to update prior to flying up to MRN for annual inspection this week. Grrr!