BlueDun

Twin at my uncontrolled field consistently flies and enters a right base instead of overhead entry to midfield left downwind or to the 45 for left downwind.

New York is outstanding. Go through regularly. They are fast but incredibly helpful.

David did an outstanding pre-buy for me, my first annual, and other work. Very happy experience.

Very happy with the service. Occasionally, their serving as an intermediary slows things down. That drawback is more than mitigated by knowledge, having a second ear, troubleshooting, break down service, etc. Last year, I saved so much money on a complicated problem, after their negotiation, the service easily covers itself for over the next decade.

I had a similar problem with my GIA63w 1 LRU. Host of problems. We cleaned all connections and re-racked. Just picked it up and have had no problems for 10 hours.

This is an original factory-installed G1000 and GFC 700 installation, I believe, so perhaps the panel was legacy just prior to that configuration. Anyway, that flap velcros down to keep things from sliding out. Inside is a small quick guide to the G1000, a book in which I record VOR checks, and lense microfiber.

I don't mind, but of course I am used to it. The small section in the lower left of the PFD -- where traffic is -- can be switched to a moving map with route. Yes., that's small but it can be done. I love the huge attitude indicator, horizon, HI, etc. Safe and easy to fly.

Sorry for delay responding, @T. Peterson. Attached are settings from a recent flight at 13 gph LOP, 2400 RPM at 8,000 feet. That gave me 169/170 TAS. That same day I was 165 kt at 12.5 gph. Specifically, I was wide open throttle on a high pressure day of 30.08 and it was 5 C colder than standard. At 10,000' I am at 170 TAS or so with 12.5 gph. At 13 gph I am in low 170s. Keep in mind that I have speed penalty of at least a couple knots because I have both air conditioning and FIKI. It was later not a factory option to get both. Ovation 3, IO-500-N, 3-blade Hartzell, air conditioning, FIKi, G1000 WAAS.

That's right. You are lean of peak at that fuel setting and with that airflow. If your cylinder temps look good -- which you verified -- it's a good plan. It's *roughly* 70%. You then verified the setting with good engine temps. If you had stayed rich, you would have been closer to 75%, I think. It's good to have simple go-to settings. I highly recommend it. I took this course and am thoroughly comfortable setting my engine in different ways: https://www.advancedpilot.com/onlinecourse.html THAT SAID, no need to over think: 95% of the time i keep it really, really simple and fly. I climb for full power (which may mean some leaning for high altitude), stay wide open throttle and pull mixtures straight back to 13 or 13.5 gph for cruise, and then monitor CHT. (IO550 in an Ovation 3). That gives me 60- 65%, roughly. Hope this helps you as you learn.

I agree. The link of modern avionics (computers) and all the innovation they bring on a continual basis makes no sense to be connected to the certification. Certification exists for safety and related purposes. The "rules", such as they are, now cut against that purpose. It seems, and I hope I am wrong, that we live in an odd world where a certificated Mooney pre-G1000 can be upgraded to the latest tech without becoming experimental, but a more modern aircraft cannot. This makes no sense.

I am sorry, but it's not clear what you are asking. Clues to what? I have a 2006, G1000, WAAS, GFC700. Happy to help with more info. Open the aux page group of the MFD after power on. Highlight the LRU list with the FMS knob. Scroll down to PFD 1. The LRU software will be listed.

Yes, and I suspect some owners don't know it and a fair number of mechanics don't notice the slight bend. Anyway, the factory did help us and, once contacted, after the holidays last year, I think it took 4-6 weeks. We were originally told 20, if not in stock.

Sorry that I was right about bent push pull rods as I learned through the thread. You do have to be careful about potential gear collapse given the rigging problems. I was close to one. I have the following observations and suggestions based on my recent experience. It took a lot of work and time. Sorry. Ironically, my journey started almost exactly a year ago. I am grateful for the advice I got from the folks here, Saavy, and M20Doc (Clarence). Hopefully this helps. The shop had seen this once before on the exact same model, and they do not know what causes/caused it. If it were bad landings or side loads, they think they would have seen the problem much more often. We were close to landing and having the left gear collapse on us. This did happen to the other plane with the same problem. Our tip off was a strange sound on gear deployment caught at annual. It can be caused by misadjusted spring tension at forward ends of rods, defective linit switch and bent paddles, and out of alignment rigging. The motor is rated way more force than needed and can easily bend landing gear actuating tubes. It was really hard to find a good push pull tube. We got a new one from Mooney factory eventually. Some shops will NOT use a salvaged tube unless it is certified and passes certain tests. Some will only use an OEM tagged tube. Please *Confirm* before you take your plane to a shop what their requirements are if you cannot get a new rod and how one could by x-rayed and certified to their satisfaction. Or a tube that undergoes NDT to their specs. You do not want your plane stuck in a shop with no options. Do this even with the shop I recommend. They finished my plane in May and familiar with all the issues. They may want to overhaul the actuator, but there are not kits or springs available as you all know, so you will have to navigate that issue. Get ahead of it. Lead time on new tubes if none are in stock is about 20 weeks. Sorry for the bad news. You can then expect 30 to 40 hours for rigging alone and 3 hours for tubes etc. I rolled all this work into an Annual. I recommend choosing a shop that a) knows Mooney's and these parts, b) has a dedicated team that finds parts, and c) has done this before and recently. The best are those who have done this and done it recently. The same as you would want for a surgery. With the help of Savvy, I took my plane to Chautaqua Aircraft Sales in Jamestown, NY. It is a Mooney Service Center. It was worth it for me and may be for you as well to take a long trip for this. Given the stakes, don't worry about where you are going. This will take months. @DonMuncy had the good idea of setting the gear for stability and transport. So, call the shop and I bet they can guide local MX on how to do it. Chautaqua's owner Lou Nalbone was wonderful, as were Mike Johnson, who oversaw MX, and Carl Bjurlin. Dedicated parts people sourced0 down to the bolt. They were in touch directly with Frank Crawford, main tech rep at Mooney aircraft. They were meticulous and had an "ace rigger" who did a Mooney just before mine. https://chautaircraft.com/ (716) 664-7700 Happy to help and consult further, just as the rest of the Mooney Space community set me on the right path.

That's my bird, and it was down for 5 months as we sourced a new tube, re-rigged etc. The shop I used has done them before and knows Mooneys. Get a second opinion, find a way per Muncy to clamp gear, if possible and get it to the right shop. I am just catching up on thr thread before I go into detail in a post.

Mine is an 06 Ovation 3. It was in great shape and I got a good, thorough pre-buy and expensive first annual. I am happy butnhave been fixing amazing issue for 3 years. There is light at the end of the tunnel.