PT20J

Every cable has two ends, so you have to specify connector types for each end. There is so much USB-A out there for charging devices (chargers, clock radios, even 120 V wall receptacles with built in chargers) that I think USB-A will be around for a long time even though the device end of the cables are all going to USB-C.

I'm not a VNAV expert because I don't get to use it that often. Usually, I get vectors just outside the FAF and intercept the final approach course and then capture the GS with the GFC 500 in APR. However, Monday, I found myself in San Jose planning the RNAV Y 30L and was cleared to GILRO at 5000 and then "Cross KLIDE at or above 5000, maintain 140 knots to KLIDE, best forward speed to HIVAK, cleared for the RNAV Y 30L approach." KLIDE has a published minimum altitude of 4000, so this put me above the VNAV glideslope. I could have gone into the flight plan and changed the constraint, but it was bumpy and I was busy because I was going fast so I just decided to hand fly the approach. Sometimes that's easier than trying to program the automation. It's not that hard to slow a Mooney down while going down hill. You just have to plan ahead because it doesn't slow down quickly which translates to a lot of distance travelled while decelerating. Doing it mechanically doesn't work well because each situation is different. I taught myself to do this when I had my 1978 M20J without speed brakes by doing practice ILSs starting at high speed and letting the autopilot fly while I managed power and configuration to arrive at 500' AGL on speed and properly configured. Skip

Don, that used to be true and the Pilot’s Guide still states that because with a GFC 500 autopilot, transition to approach is not supposed to be enabled in configuration mode. However, I believe that the 20.23 GTN software update fixed this so that it will VNAV to the FAF without changing the configuration mode setting. I’ll try to find the software change history to confirm this, but Garmin doesn’t make them easy to find. Skip

I believe Byron @jetdriven has done this sort of thing and might have some ideas.

Anyone ever send samples from the same drain to both and see how the results compare?

GI 275s have less backup battery time than G5s. That drove me to a 10” G3X with G5 backup and you get a nice split screen PFD/MFD display. I’d check the price delta.

You could try thoroughly solvent washing the engine and ground running it until you get normal oil temp and then checking to see if you can see where it’s coming from.

Recall that Vy is the speed where there is maximum excess power available over the power required for level unaccelerated flight. Increasing engine size will result in Vy occurring at a higher airspeed. Vx is the speed where there is maximum excess thrust available over the thrust required for level unaccelerated flight. If the engine is large enough, Vx can theoretically be below stall speed. (If the thrust to weight ratio is greater than one, the airplane will climb vertically and Vx is indeterminant). Because the mathematical Vx may be too slow to be practical or safe, the manufacturer may just specify an operationally reasonable speed. Skip

This will happen if the wrong length (too long) screws are installed.

Is that mod even available any more?

I've only done this on my GTN Xi, but I'm pretty sure the 750 works the same way. First, a GMA 35 can be set to either use the sidetone from the coms or generate it's own, so you have to make sure it is not set for internal sidetone. Then, you can set the GTN sidetone to external. The default for the GMA is to use external sidetone and the default for the GTN is also external, but the sidetone audio quality is better if you use the internal settings, so installers often set it up this way. In fact, Garmin recommends changing the GMA 35 setting to have the audio panel generate the sidetone. To check it, enter configuration mode on the 750 by holding down the HOME button while powering up the unit the Garmin Logo appears. If you have a GMA 35, navigate to the Audio Panel Configuration page and set "Audio processor generates COM1 sidetone" to FALSE. Then go to the COM Configuration page and set Sidetone source to EXTERNAL. Skip

Kind of hard to troubleshoot while in the thick of things, but some points to remember for the future: 1. Modern radios have a visual transmit indicator so you can tell if it is a transmit or receive problem. If you are really anal, a lot of radios (I know for sure on the GTN and GNC) allow you to set the sidetone so you are hearing your actual RF transmission demodulated rather than just amplified mic audio. 2. Most radios time out after a continuous transmission of 30 seconds or so to protect from overheating, so if the mic button is truly stuck, it will only jam the frequency for that time. 3. Most audio panels will failsafe to a direct headset connection to Com 1 if you pull the audio panel breaker. 4. Some Mooneys have a emergency mic and phone jacks wired to Com 1. Never hurts to think through various scenarios and write up a little emergency checklist. The big guys call it a QRH - Quick Reference Handbook. Skip

@Cody Stallingswould know for sure, but I don't think the C214 is oil filled. Skip

That post is ten years old. Mooney SIM20-137 has the information.

Does it hunt continuously, or just when changing airspeeds? Mine wasn’t bad and only in IAS and only when engaging with the speed bug different than current speed or changing the bug rapidly away from current speed. Tightening the pitch bridle fixed it. Discussed with Trek and Garmin recommends setting tension to the max during installation and rechecking after a year as the cables can stretch a bit as the strands take a final set in service.

I would uncowl and check, but that’s usually the front crankshaft seal. A shop can replace it by removing the prop and seal and stretching a new seal over the flange with a tool.

It sounds like there is too much friction in your trim system. The trim motor works harder trimming nose up than down on the ground because the jackscrew is lifting the tail. In flight, aerodynamic loads relieve some of this. There is a run time spec for the GFC 500 trim from stop to stop that should have been tested during installation. The Mooney trim system should be lubricated every annual inspection, especially the tail jackscrew. Some older models have a friction adjustment on the trim wheel that may be set too tight. Skip

I was planning to go, but there currently seems to be a parade of storms lined up in the Pacific Northwest.

Also, you might try lubricating the shaft with silicone spray -- maybe it's just stuck.

Technically, starter adapters are a Continental engine thing, but we knew what you meant. I've got a Sky-Tech 149NL that has been good for 500 hrs so far.

Something is not right here. The ITT actuator is a copy of the Dukes. It has a worm and wheel gear drive. Only the later Plessey and Eaton actuators have no-back springs. Probably the gear set is bad and you need a new 40:1 gear set. I think these parts are hard to find as well, but you need to make sure you are looking for the right parts. https://www.donmaxwell.com/ad-75-23-04-sb-m20-190 Skip

There be a lot of long words in there, and we are naught but simple pilots.

I think the FAA understands that the certification rules are an issue that increases cost and impedes safety enhancements. The FAA has made some notable strides such as the Part 23 rewrite that changed prescriptive design requirements to performance-based airworthiness standards, and the Non-required safety enhancing equipment (NORSEE) program. Also, many regions have been approving simple parts replacements without requiring STCs. And, the one that affected many of us was the FAA's willingness to work with Garmin to bring experimental avionics (most importantly the GFC 500) into the certified world which greatly decreased the cost of new autopilots. EDIT: Two more: Approving ATDs for flight training and proficiency credit. Basic med. Skip

Aircraft hardware is confusing and all attempts to make it better have seemingly made it worse. Maybe this will help (from https://www.flywithspa.com/docs/pbm/toc453317738.html): AN- ARMY-NAVY specification series started in the early 1940s as a means to standardize military items for World War II. Mostly canceled in the 1950s, a few have survived to only a few years ago, AN3-AN20 bolt is one of the longest lived specs. NAS- National Aerospace Standards, started in 1941 is handled by the Aerospace Industries Association a group of aerospace companies From their brochure: The NAS series is best known for its state-of-the-art, high strength, precision fasteners. In addition to all types of screws, nuts, and rivets, NAS standards define high pressure hose, electrical connectors, splices and terminations, rod end bearings, and many other types of hardware and components. MS- Military standard started around the 1950s and for the most part replaced the AN hardware series. However, a few of the AN standards have stayed around. The MS series was canceled in 1994 by the Secretary of Defense, at the request of contractors in order to save money. However, many of the commercial companies used MS standard hardware for all there products. The cancellation caused the aerospace community many problems, and there was a rush to create new standards to replace the MS ones. Some of the following specs were the result. NASM- approximately 500 military standards were converted by the NAS group to commercial specifications, but retain the original MS part number. The spec that defines the part is NASM and then the numerical portion of the MS number. Example, MS20426 rivet spec went to NASM 20426, but part number stayed MS20426. AS- Aerospace Standards created by SAE International (originally Society of Automotive Engineers) some MS specifications were replaced by AS standards. Unfortunately, the part number changed to AS then the number of the MS part. MS21919 cushioned clamps changed to AS21919. NOTE: Certified General Aviation aircraft many times uses the old part number as that is what the aircraft was certified with, and experimental aircraft typically follows the old numbers because the certified ones do. Various hardware supply companies will ship the hardware with different numbers from what you order on the website. Example: Aircraft Spruce will list AN365 in the catalog, but ship it in bags labeled MS21044. In aviation, course threads are standard for #2 through #8 screws, fine thread is standard for #10 (3/16”) and larger bolts.