PT20J

ANSWER: If it turns over, it's either a problem with fuel or spark.

Keep in mind that most of the rocker switches are circuit breaker switches. You can easily find toggle circuit breaker switches. If you replace the originals with non-CB rocker switches, you will have to add circuit breakers somewhere.

I'm sure LASAR probably marks it up 400%. Sounds worth it.

Well, the SB says, "This service bulletin must be complied with no later than February 28, 2023." But you can always ask.

The air load will be higher at the higher airspeed. So, if there is too much friction in the flap system, the added air load from the higher airspeed might be enough to stall the motor and trip the breaker. Or, if something is wrong with the motor so that it doesn’t generate enough torque to operate the flaps, that might trip the breaker.

I really like the engine monitor in the G3X. It puts the power gauges near the attitude indicator for easy scan and all the flight and engine data is captured in one downloadable csv file per flight. Alerts are also extremely configurable through the CAS system.

I agree with Rich. Mine was taking a lot of footwork to taxi straight so I had the steering horn shimmed and a rod end replaced. It’s much better now.

LASAR used to mix up batches of the stuff and sell it in small containers. Maybe they still do.

Premier Aircraft Engines is at Troutdale. You could have them look at it. My guess would be that the cylinder wasn’t overhauled correctly. I’d try to have Greg source another overhauled cylinder.

First thing I would do is verify the timing. My Slicks that came with my rebuilt in 2018 have been fine. Coming up on 500 hrs.

According to the Precision Airmotive RSA operation and service manual, the most common inlet screen filters down to 74 microns. An average human hair diameter is about 100 microns. When examining and cleaning these, remember that the screen filters from the inside out so debris will be inside the screen.

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.