PT20J

Well actually, for certified aircraft, the FAA is the final authority. The FAA approves Mooney’s TC and the AFM and Garmin’s STC. Garmin would likely have flight test data to support 7 deg when applying for the STC.

I've put Airtex carpets with matching side panels in two M20Js (a 1978 and a 1994) and they both fit well. The carpet comes with foam backing and is light weight. The side panels come glued to corrugated plastic board. It's not a premium carpet that I'd put in my house, but it looks fine (to me) for a vehicle (comparable to my autos).

Trek told me that it took awhile to figure out what the problem was because there was a particular component internal to the G5 that some from a certain lot had excessive current draw when powered down. Not all units had the problem. When they finally figured it out, the service bulletin @Greg Ellis posted was issued. But since the problem was internal, I'm curious what circuit breakers you could pull that would prevent it. Maybe something else is going on? Mine was installed in October 2021 and percent charge still shows in the nineties even after sitting a few weeks.

That would be the norm for a worm and wheel gear set.

Most parameters of the GFC 500 are adjustable in G3X configuration mode including the GA pitch attitude. The STC addendum for each aircraft type specifies how these settings are to be entered for a specific aircraft. For the Mooneys, the GA attitude is 7 deg. That's an initial setting for the go around. It is expected that you will soon chose a different vertical mode, usually IAS.

I set mine up for DIS and ETE. When in a hold with the sequencing suspended, the ETE on the flight plan page doesn't agree with the ETE on the default navigation page and the distance on the the two pages also do not agree although the distance on the default page appears to be the straight-line distance to the fix. I asked Garmin support to explain how these distances and times are calculated.

So, we have learned some things about holding patterns. And, I believe we have established that the only reason for the hold exit leg is to allow an additional VNAV altitude constraint. Now, has anyone figured out the very confusing distance and time indications on the Flight Plan page for the hold leg while suspended?

Welcome aboard.

I repeated the same test in the airplane on a HILPT with a GTN 650Xi and a GFC 500. The autopilot descended as expected in VNAV to meet the hold entry constraint at the holding fix. After crossing the holding fix, I suspended sequencing. This cancelled VNAV and the autopilot reverted to PIT. I selected ALT to maintain altitude in the hold. After crossing the fix a second time, I unsuspended the GTN with the autopilot in ALT and VNAV armed. The GTN calculated a TOD to reach the hold constraint and VNAV went active at TOD. The TOD was on the outbound leg before the turn. As the autopilot completed the turn inbound, the GTN sequenced from the hold leg to the hold exit leg and the VNAV altitude changed from the hold constraint to the hold exit constraint. So, the takeaways are: 1) GTN VNAV will not perform a descent within a holding pattern when the GTN is suspended, and; 2) If you enter the hold with the autopilot in VNAV and do not select ALT before suspending, the autopilot will revert to PIT and likely slowly descend.

Yep. I did something similar, only I made the hold entry 5000, hold 4000, hold exit 3000. All were hard "At" constraints. I monitored the altitude of the simulator by setting one of the user fields on the map to GPS Alt (GSL). I started the simulator at 6000 and activated the hold. It set a TOD and descended to 5000. Upon crossing the holding fix I selected SUSPEND and it climbed back to 6000 which I take as a bug in the sim, but I believe that the real system will probably just ignore the hold leg constraint and maintain altitude. Just after passing the holding fix again, I selected UNSUSPEND and it created a TOD and descended to 3000 at the holding fix before proceeding to the BOD at the next waypoint.

My experience is slightly different. No problem with the hold entry constraint. On the simulator, I cannot get it to descend to a lower hold leg constraint - in fact, the simulator actually climbs back to the demo altitude setting after passing the holding fix the first time. I have never tried this in the airplane. However, in both the airplane and the sim, if I unsuspend after passing the hold fix it will calculate a TOD anywhere within the remaining turn of the holding pattern to meet the hold exit leg constraint. @Pinecone took the live Garmin class -- maybe they explained it there?

If the question is, "What happens when you have a holding pattern with an exit leg and you tap exit hold on the hold menu?", the answer depends on whether there is a waypoint after the holding pattern. If yes, then it sequences to that waypoint. If no, then it continues on the same track as the inbound leg of the holding pattern. If you have a holding pattern with an exit leg, you can also terminate the holding pattern and cause it to sequence to the next waypoint by tapping the unsuspend key IF there is a waypoint entered after the holding pattern. If there is no waypoint after the holding pattern, the unsuspend key is greyed out. There are a lot of details left out of the manuals that remain an exercise for the user

The part says STS-M12 and the drawing is says STS-M12 / STS-M24. Is that your concern? I read this as the same drawing applies to the M12 (12 volt) and the M24 (24 volt) parts.

Looks like that wire is for installations that only supply a ground to one terminal to activate the solenoid. You can remove it since your installation has power and ground wires.

HILPT is different than MAPH. Upon entry the former defaults to unspended, latter defaults to suspended.

Yes, that’s how it seems to work. The difference in operation seems to be that without a hold exit leg, you use the unsuspend button to resume sequencing and exit whereas if there is an exit leg, you use the exit hold button from the hold leg menu.

I’m thought I had seen some procedures with a missed approach hold with no exit leg, but prowling around the simulator, I can’t find one. All the missed approach holds I found have entry, hold and exit legs. When entering the hold, the GTN suspends. To exit the hold you tap the hold leg on the flight plan and select exit hold which causes the GTN to sequence to the hold exit leg when you next turn inbound. Interestingly, you can delete the hold exit leg. If you do this, the hold exit button on the hold menu is unavailable and the unsuspend button on the 650Xi default nav page is also unavailable, so there is no way to unsuspend the GTN without deleting the hold.

But VNAV calculates a distance between TOD and BOD.

I don’t think it’s smart enough to project multiple turns if the hold entry altitude is very much greater than the hold exit.

If the readings suddenly increased something has changed. There is a lot more airflow around the exhaust system when the cowl flaps are open. The safest thing would be to assume it's a leak in the exhaust somewhere until proven otherwise.

Most stored procedures have hold exit legs; some don't. Garmin doesn't explain the rationale for including them. Since the navigator's lateral navigation when exiting a hold is the same whether there is an exit leg or not, it seems to me that the only reason for a hold exit leg is to allow an additional altitude constraint on the terminating inbound leg of a holding pattern. Anyone figured out another rationale?

I ran across this paper from a test pilot. It isn't all that well written and the math is a bit complex, but the idea is simple. If you fly a turn downwind by reference to to the instruments, the airplane doesn't care which way the air mass is moving. But if you fly the turn close to the ground with reference to the ground itself, you will lose airspeed and sink when turning downwind. The phenomenon is easily visualized considering a U-control model airplane flown in a steady wind. Turning upwind causes the airplane to climb; turning downwind causes it to sink. If the "pilot" were on a platform moving in the same direction and speed as the wind, the airplane would stay level. ADA368602.pdf

Did you mean vortex generators? https://microaero.com

Talk to Jimmy Garrison at GMax. He can tell you what it’s worth. Insure for what @Parker_Woodruff said.

I believe this is true for the Dukes actuator. The Eaton (and I think the Plessey) have mechanical stops on the actuator so over driving with the emergency extension pull cord will jam the ball screw nut against the stop but not bend a rod. Likewise, if the gear down limit switch fails on a Dukes, I believe the actuator may well bend the rods.