David Lloyd

Call Garmin, get the bundle pricing for the 375, 275s and iPad with Garmin Pilot. Updates automatically to the iPad and then wireless to the 275s and the 375. You will have it all; the charts, databases, approaches, SIDS, STARS, everything. If you take a trip to CA or Oshkosh you don't have to worry, you have all the stuff you need for less than $700. Or you could save a few hundred and be left scrambling every time you want to go somewhere.

There are some manuals in the download section that you should read through. There are many threads concerning PC misbehavior that you may search. I remember none that really have the answer you are looking for. First take care of the things in the trouble shooting section, one that may pertain is verifying the airplane flies true with the PC disengaged. The 1965s had a remote gyro for the PC. At the back of the gyro where the tubing attaches is a lever which might be called a bias adjustment. A bump during maintenance might cause the problem you describe. Haven't seen this mentioned anywhere. Later models used the panel mounted turn co-ordinator and had the bias adjustment on the back. Easy to see that being moved during any work behind the panel. Not sure if the 1970 models had the same adjustment. Please keep in mind, I just know enough to be dangerous. About a lot of stuff.

I had a stuck pilot valve on my ‘65 C. Easy to envision one being sticky in cold weather.

It is possible that the HSI does not have an independent AHRS if it was installed only as an HSI. That would require backup up instruments. If installed as a Standby ADI/HSI with it's own AHRS, a reversionary switch would be required. That would not require backup instruments. The equipment installed and how it is installed is in the AFMS and legally must be included with the POH. Tip off is the reversionary switch, either you got it, or don't. Then make certain it works. One of you can read the Pilot Guide by the time you get to California. If you take the long way.

At least 20 years ago I observed to my eye doctor while doing the red/green test, flying at night and trying to read print on the approach plates had become impossible. Turn on the white light and it was okay. He told me something about the focal length being different but never suggested green light.

Enjoyed the video Chris. Liked the green lighting. And everything else.

Think the narrow deck have a cylinder hold down flange the wide deck does not. It is the black piece.

Front seat, no problem, he should have plenty of head room. My C has more head room than the F33A Bonanza I had. Back seat would be pretty cramped.

Bill, you and Lynn get it figured out, I'll be there the following week.

KVUJ is between everywhere in Stanly County, NC, 5500' runway with ILS and two LPV approaches, tower operates part time. There is a shorter parallel runway sometimes used by C130s. Tie down is $25/mo. Open front T hangars, no door, no electricity, $100/mo. There are some nice enclosed hangars the county owns, I think the smaller ones that will hold two or three piston singles for $300/mo. They do have electrically operated doors. Like everywhere, there is a waiting list measured in years. Airport is closed two days this week for some military training. 24 Hour PPR. Can't get away with that anywhere but here. But, here I am in Stanly County. At least I'm pointed NE, facing away from the afternoon sun.

Been a long time since we were at war with Mexico. How old was that 210?

Just as a point of reference, I had an EZ Heat pad on the sump of the IO360 parallel valve in the RV. Would cover the cowl and openings with a cargo blanket and plug in the night before. On a 20* morning, all the cylinder head temps, EGTs, and oil temperatures showed between 75 and 80* before start up. Prior to having the EZ Heat pad, I used a cube shaped ceramic heater with a dryer duct directing warm air thru the cowl duct to the back of the engine. Temps on a 20* morning would run between 55 and 80* depending on where the warm air was directed. I would expect similar results with Rieff, Tanis, etc. The engine doesn't need to be hot, anything more than 45* and it should fire right up, unless there is some other problem. 0* temps outside on the ramp with the wind blowing may present a different challenge.

Why thank you Eric, you too.

Airplane market is crazy. Auto market is crazy. Everything seems crazy. I'll just putt around in my lowly C. It starts when hot or cold. It goes between 130 and 145 knots depending on my mood. Too much invested in the panel. After 40+ years flying, thousands of hours, it is all the airplane I now need. Some have referred to the C as a starter airplane. Makes a pretty good ender airplane also.

I think the Canadian report referred to a GI275 training app. It does not exist.

Pulling breakers is a great idea and you can see what works and what doesn’t when something fails. Go thru every menu and see what everything does.

Much has been written about this here on Mooneyspace. This report did have much of the information available but might need some further interpretation on some details. When a unit is configured as a primary HSI and a fault occurs with an interconnected unit, it will not automatically switch to reversionary operation mode. In addition, the pilot cannot manually select the ADI display page because it is not one of the pages available when the unit is configured as a primary HSI. Pages available for a primary HSI configuration are HSI and HSI Map; pages available for standby ADI and standby HSI include an ADI page. In July 2020 the directional gyro was removed and a Garmin GI 275 MFI was installed. This MFI was configured as a primary HSI. In October 2020 the attitude indicator was removed and a second Garmin GI 275 MFI was installed, configured as a primary ADI. Because both of these instruments were configured as primary units, a reversionary switch was not installed, nor was it required to be. Note that the directional gyro was replaced with 275 set up as a primary HSI. Months later, the attitude indicator was replaced by a second 275 set up as an ADI. Unfortunately the shop did not change the set up of the HSI to an ADI/standby HSI. No revisionary mode. The shop should be ashamed of not demanding this change. Since there was no backup for the ADI, standby instruments were required and in place. Apparently the owner and the pilot, neither ever checked to see if the HSI switched to display as an ADI. Shame on them. The airplane had standby instruments; airspeed, altimeter, turn co-ordinator, VSI, compass, yet the ATP rated and current pilot lost control of the airplane several times. Airspeeds as high as 70 knots over Vne! Not only did the ADI enter realignment for some unknown reason, the HSI Xed out also. What was up with that? Communication with the Canadian investigator revealed the HSI ADHRS reference was set to ADHRS 1 in the ADI, not ADHRS 2 in the HSI. When the ADI went, the HSI went too. Shop? Owner? Pilot? This is operator selectable. Read about this, it is in the Pilot Guide and the AFM Supplement. I have two 275s in my panel in addition to my backup airspeed, altimeter and turn co-ordinator. This failure stuff is scary. However, my 275s have been well behaved and I have read everything available to me about how they are set up and work. I have had another brand display undergo an in-flight realignment. If considering electronic displays, you must have a fair understanding of how they work. If you don't want to read thru the Pilot Guide and AFM Supplement give serious consideration to sticking with the steam gauges. Even those, about once a month here on MS, someone writes their attitude indicator and directional gyro have both quit working on the same flight. What could it be? Even old technology is not immune to ignorance.

I think the STC for installing GI275s as a primary ADI and HSI limits their placement, HSI directly below the ADI. Might be mistaken but there is enough fine print that requires someone that has access and can interpret. Keep your backups, I'm glad I did. Cutting a new panel, you have the opportunity to bring the instrument arrangement into the '70s. No external switch is needed to go between Nav 1 & 2, that is handled by the 275. Get a 750 instead of the 650 and you would not even look at an iPad except to study an approach chart.

Done similar in the past. Have also prepped the fiberglass patches by putting a dab of RTV on a piece of plastic bag, putting the cloth on the RTV, another dab, another piece of plastic and work the RTV into the fiberglass really good. Do this with several pieces. When ready to use, remove the fiberglass pieces and apply to the prepped area like an extra gooey band-aid.

For injected engines, as long as it is rich enough to respond to the throttle I don’t see it matters. For carbureted engines, some have a throttle enrichment valve that comes into play near full throttle. If you’re running one of those at full throttle, lop, and pull power for descent, you will suddenly have a very lean mixture. Once again, if rich enough to respond…. Not sure if all carb’ed engines have a throttle enrichment valve.

My M20C has a the blade prop that adds considerable weight to the nose. With only the front seats occupied, despite nose up trim it takes a pretty good pull at takeoff to get the nose off the ground. Once flying, it needs to be trimmed nose down for any speed more than about 70 knots. The elevator does seem much heavier at the end of the ground run and the first few seconds of flying than I remember from 40 years ago. Feels great any other part of the flight. Does this match your experience or question?

I had a good customer in Elizabeth. Sometimes they would pick me up at Linden. Ah, good times. Except the time my reservation got lost an the only place found was the Swan. Yep, take both guns.

I'm talking to a shop Monday about an engine monitor, GI275 EIS or JPI 900 and a new left panel. The only feedback from the shop so far was small display for the 275.

Every trip to Cleveland has involved icing. Every one. I'm sure there are lots of nice days, I seen some. Still every time, ice either going or coming. Lot of moisture coming from the lakes. Agree, looks like rime, maybe some mixed.

I have had several issues with my first iPad, Garmin Pilot, new GTX375 and new GI275s. Garmin Support was very helpful each time on the software issues. Usually a matter of setup or user. All works great now.