Davidv

Thanks, even though several people have looked at this it’s always worth a try! What lubricant specifically did you buy? Did you go behind the panel or just pull them all the way back?

That’s very interesting, there have been times when it’s taken forever to get a reading on my pulse ox and I figured it was a hardware issue but maybe it’s due to this?

These rates making Go Rentals look like a steal…and that’s not easy. For what it’s worth at least as of a month ago I found their typical ransom rates to be unchanged (about $70 day for midsize) and they have taken over a lot hertz counters at FBOs.

You should get a yellow “ATT MISCOMP” warning on the G3X if they are truly out of sync…(I believe)

Yes, I've been through all the fixes with three different mechanics who have fixed this before. I'm not getting big up and down pitches but I guess I expected perfection given that it's a digital autopilot. I'm thinking Garmin can look at my data to see if the pitch and trim torque are consistent with the inputs.

Yes, that's been my issue and Garmin hasn't been any help either. They just tell me to talk to my avionics shop and all my avionics shop says is "well we installed it correctly so I don't know what to tell you". To their credit, they said they would look at it again but I'm not sure what they will do differently that they didn't do the first time they looked at it. I'm going to send my data files to @TrekLawler and with all of the data they should be able to tell what's causing this issue given it records everything including servo movements.

Thanks Mike, unfortunately Paul has told me in the past they don’t share any data (even blind). Kind of ironic when everyone shares their data with them to help build their algorithms! Maybe they can re-evaluate? I can’t see the harm in sharing anonymous data (take out n numbers, airports, Lats and longs).

I'm trying to troubleshoot something with my autopilot and was wondering if anyone with the G3X & GFC500 setup would be willing to share one of their flight data files with me (preferably one that has cruise for around an hour in relatively smooth air). I'm still getting a bit of vertical speed movements in altitude hold mode and want to compare my data to another Bravo or long body to see what's normal. Feel free to PM if you would like to exchange data files. David

The flowmeter is exactly what I use. My point above is that when you turn the regulator knob on the airframe just a little bit, the A5 regulator will show full flow of oxygen (with the ball glued to the top). Instead of turning the knob all the way I would turn it on until my A5 regulator showed full flow of oxygen. This isn't an issue with the later model mooneys that have the on/off button for oxygen.

Well I think my issue may be solved and it turns out it could have been user error. Apparently the regulator has a shuttle valve that either needs to be completely open or completely closed. When it's halfway open it dumps O2 right out of the regulator. Brian Kendrick (many thanks to him) opened the regulator halfway and said "is this the sound you heard after landing that one day?". Sure enough, the answer was yes. Call it conservatism or stupidity, but I got into the habit of turning the regulator knob on the side of the cabin just enough until I saw that oxygen was flowing at the rate I needed. You need to turn the regulator knob about 270 degrees to get all the way open. I can't say if my issue is 100% solved since I haven't flown the plane yet, but I'm pretty confident this is the answer. In any case, I thought I'd let everyone know here since some other very knowledgeable Mooney people also weren't aware of this valve peculiarity. Hopefully this helps someone in the future who has a similar issue.

I've been trying to convince to folks at the factory to go all lycoming for Ultra 2 but I have a feeling I'll face some resistance :).

The acclaim is nice but it also comes with 2 turbos that wear out and intercoolers on top of your plugs…

I have twin G3Xs and while they are old technology they contain every garmin feature out of the box. It's amazing to me that garmin is able to get away with charging exorbitant amounts for synthetic vision on the G1000 for example. It feels like they packed every feature possible into the G3X since it was for experimental and then realized it would be too much of a pain/not in their economic interest to remove features for the certified version. Correct me if I'm wrong, but the biggest benefit is the ability for the G3X to control the other garmin devices such as radios or transponders. I really like being able to tune new frequencies or the transponder directly from the screen in front of me.

Sounds good, what's your hottest EGT out of curiosity when you are running over 1600?

If your POH has three and you can't find any other logbook entries that says why they were taken I would think about adding them back. 41 inches is a pretty forwarded weighted CG. After my major avionics install I'm now at 44.9 with 3 original charlie weights still in there. I'll add my Anthony disclosure that I'm not qualified to tell you whether you should put the weights back in, just an opinion.

Only 3 years? ha

Tough to tell from those pictures, but always a chance your timing is too far advanced.

Out of curiosity, something going in the empty switch locations?

For now, the GFC500/700 AP with some basic instructions laminated instructions (step by step button presses and 121.5 comm) is a nice middle ground. The AP will fly the approach all the way to ground, they just need to yank the power back to idle prior to touchdown. Plane may have some damage but passengers will probably be OK. Perfect? Far from it, but if you are concerned about passing out it's not much effort to make these instructions.

You're talking about groundspeed and your relative proximity to objects on the ground, not airspeed. I don't think anyone disagrees that your turning radius with respect to ground reference points will change with the wind.

Please explain how a headwind turning into a tailwind affects TAS or IAS (except in a low level wind shear situation) with everything else constant? What am I missing here?

Another reason to get that gear up as soon as you lift off the runway. Poweroff 180s are done with the gear down which robs you of a ton of energy which is why you need to be so close to the airport at 1000 feet to make it. If I have to do a turnback, I'm waiting until the last possible second (if at all) to get the gear down.

Yes, seems it’s the trip back to Longview that’s usually the issue. None of the car companies want to send cars there.

I live very close to there. Also will be dropping off another friend for his annual near end of June so if it's the same day maybe you could hitch a ride

I’ve practiced turn backs and have done them in roughly 600-700 feet depending on conditions climbing at Vx. I don’t have time to get in an argument with anyone over this, but in the heavier long body it’s all about being as close to the airport as possible.