GeeBee

You have the added advantage with the S-Tec 55x if your G1000 AHRS throws in the towel and you are flying with standby instruments you can still use the autopilot which is nice at a critical time. You cannot do that with the GFC 700. You are hand flying the airplane all the way down. The GFC 700 may have a great computer and servos, but it lacks the redundancy of the S-Tec installation. I also regularly fly LPV approaches to minimums with my S-Tec unit and it is solid. After flying both installations, to me the difference but for the redundancy, is nil.

I think I would talk to them to find out why the M20R was removed.

Looking at the approval document it used to approved for M20R but was withdrawn.

https://www.aopa.org/news-and-media/all-news/2012/june/25/ntsb-warns-of-in-cockpit-weather-delays It does not matter what the age on the screen says, there are other latencies in the system not noted. I was near SPA the other days dodging T-Storms from an off shore hurricane. As I looked straight ahead I saw a large black CB, the XM said nothing there. The ADS-B on the iPad said, nope, but there was a big black CB ahead and blue sky to the left where both units showed a cell. LATENCY. Remember, one peek is worth a thousand sweeps. These services are strategic, not tactical. For tactical you need real time on board radar.

There is nothing to say a Hobbs meter is correct time. I have seen many run fast and run slow. In fact, they are notoriously unreliable for keeping proper time.

Short answer. No. A million reasons why, starting with lack of pressurization makes using the potential of a TP come up short, to the cost of the engine itself.

My experience with my FIKI Ovation has been good, since I got it running. The previous owner did not exercise the system and while he provided overhauled pumps with the purchase, I found I had to replace the windshield solenoid which the Mooney MM describes as "extremely reliable". I finally ran a full purge of the system with a pressure pot and that cured all the problems. I have encountered moderate icing twice and the system worked very good. I was happy and I am a guy who flew bleed air anti-ice systems for decades. I might add get rid of the copper tube to the slinger and go with the SS unit. Pricey (110 bucks) but it cures all the problems. As Irishpilot says, exercise the system. I do it when I change data bases every 28 days. Run both pumps and both windshield system. You need to read the Mooney MM in detail so you understand the system. For instance, you will get low pressure lights in the summer because of lack of fluid viscosity. On MAX you will likely get the low pressure light out, and then run normal. You have to look at your panels in the summer to verify things. Finally CAV Systems who designed and builds the system is very helpful, has plenty of parts and is very, very responsible both with parts and technical support. As to the factory, they have been good and helpful. Most parts are available in a few days, but you need a good relationship with your parts dealer. I use LASAR and they have been very good. Right now I am waiting for a new hose from the alternate air box, and I am told it is about 1-2 weeks. It is not grounding, I just stay out in front of the replaceable.

Yes, I just got a text message on this. Unless you got cracks, seems like a small repair if your engine is eligible. I think mine is. I am going down for annual on Sept 1, so I will go ahead and do it now.

Question. What is the expiration date on your barrel. I considered buying a barrel, but I do not think I can use it up fast enough.

Replace it.

When I drive down town and park my car it is usually a minimum of 20 bucks. When I use an FBO I expect to pay, and 5 bucks plus some overpriced fuel? Really on par with what I pay to park. Maybe I am not a CB or I drive too nice of a car, but realistically, taking into account the overpriced fuel is about a Jackson for parking and use. On par with an auto parking.

I know Dan Gryder personally, we flew at the same line and he lives not too far from me. He is a great instructor and what he is doing is great work. I had him put on a presentation at our local EAA. He is the one which advocates as I have on this board, get light in the seat when the engine fails. We lost a mutual friend, Leo Giles, who was a CFI-I and an ops spec instructor at our line out of KFFC. Sad to say, for Leo when the rubber band broke he failed to get light in the seat. Which is why I pointed out, about 80% of pilots actually pull back, not push. The things I have pointed out here and Dan tries to point out is how fast speed bleeds off and that is why I am advocate of potential energy and getting light in the seat to use it.

So you are sitting in your Mooney, at Bert Mooney (KBTM) departing IFR departing runway 15. 570 ft/nm required: or You are sitting at KTRK departing runway 29 on the TRUCKK 4, 500 ft/nm required:or You are departing KEGE after a day of skiing. Runway 7 GYPSUM 6. 580 ft/nm So what speed are you going to fly? Vy, Vy+20, or Vx ? Is this the time to find out your skill level?

If after a probe swap, the #6 is still cool, check the probe well. Sometimes stuff gets in there and acts as an insulator. A word on the G2. It does not like cold. I had an airplane in which it would offer the "screen of death" until I warmed up the cabin. Then a power down and power up would fix it.

My response was to the assertion by others that climbing a jet aircraft above book speeds would be an "improvement" in control because "speed is life". It is in fact a recipe for disaster. Speed is life up to a point. Speed is life when you enter wind shear. It is not life when you are trying to land, in fact excess speed could end your life when you go off the end. Speed is life, except when you are trying to turn to avoid the mountain. Then. you need radius. Speed is life except when you need real climb performance, then the correct speed on the drag curve is where you need to be. Speed is life when you are gliding, except you need to be at the correct speed on the drag curve. In short, the CORRECT speed is life.

If you don't climb a 727 at V2+5 to 15 until clean up altitude you will find yourself paying a lot of noise fines, because the line is going to get tired of paying them for you. Second, the F/D bars are going to. command V2 5 to 15 upon engine failure. Finally not climbing at V2 5-15 to clean up altitude obliterates all take off performance data including engine out performance. Take off from Guatemala City. for instance and fail to be on the numbers will result in a terrain trap if an engine is. lost.

There is no question when the rubber band snaps you have to get the nose down. Fact is thanks to poor training, 80% of pilots will pull back anyway. Once you learn that when fan meets the excrement, you need to be "light in your seat", RIGHT NOW, climbing at Vx is no big deal, just a little more push, but you have a lot more potential energy to dole at at your pace. Lower altitudes your energy management pace is dictated by quickly rising drag, not by you.

It is directed at no one and every one. It is simply a statement of needed proficiency to operate in IFR conditions. The reality is on an M20R at Vx you are 21 knots above take off flap. stall speed, more than enough margin. If you get slow by 5 knots, you are still 16 knots more than needed to. fly, Beyond 5 knots and you need to reconsider your abilities and seek remedial training. The fact remains that at Vx while your climb rate is only about 25% higher, your climb in feet/nm is 48% greater. IOW almost 1 1/2 times. If you are departing terrain limiting airports, climb angle and turning radius are everything. Both require slower speeds. Or as I brief, "slow and tight". If you are regularly departing prairie airports may not matter, but get to where there is cumulus granite and you may want to be proficient in obstacle departures. Execute them regularly and it becomes a non event. On the engine failure not, would you not prefer to have 48% altitude and be closer to the airport? Or would you prefer to be further down range? Yeah, when the rubber band snaps, you got to be aggressive and push it over, hard, light in the seat hard but while the other guy is 1.5 miles from the departure end, I'm within the boundary. At my airport on the normal favored runway, I can't make a turn until 1000' agl for reasons of terrain. Other airports around me are even more limiting. Failure to climb at. Vx is going to put you way down range and a lot closer to the granite. Further, if your on course route is the opposite direction, you just wasted a lot of time and fuel.

If you can't fly the airplane on instruments at Vx you have no business taking off in instrument conditions. You should be proficient at +/- 5 knots. That will not put you anywhere near stall.

You need to think of the obstacle clear zones around a certified airport as a "canyon" with dead ends at both ends. A "standard canyon" is 400'. You're not going left, right, or anywhere until you clear 400'. This is why sophisticated autopilots and F/D will not allow heading select below 400' and why jets climb at V2+5-15. Accelerating immediately to Vy may will get a better rate, but the time spent in acceleration is more time in the "canyon" and going closer to the "canyon" end before climbing. It is all about climb angle, not climb rate below 400'. The other advantage of Vx to 400' is it complies with PAN-Ops criteria so no matter where you are you are doing it correctly if executing an instrument departure http://www.faraim.org/aim/aim-4-03-14-302.html

There is several reasons to climb quickly. For starters, you can't maneuver IFR below 400' unless the departure procedure so states, so I climb at Vx to get up to 400' pronto, I accelerate to Vy to get to 1000' in the shortest possible time, at 1000' I look for climb power and a cruise climb unless obstacles intervene. Some obstacle procedures require higher than 400', so climb to the obstacle altitude at Vx in that case. Unlike a lot of retractables you don't have to wait for "out of runway" on the Mooney because the gear cycles so fast. If you loose an engine, you can have the gear down quickly below 200'. So gear in the wells pronto is the order of the day. In some cases you may want to keep the gear in the wells on engine failure for a short runway where you know you are going into the dirt, departure brief is important. Flaps or no flaps is runway dependent. No flaps require a longer run but better acceleration. If you have a long runway and no close in obstacles the airplane will accelerate to Vy quicker. Shorter runways and obstacles dictate the use of flaps.

I have had some of these Safe Flight units go bad on various aircraft, especially after washing or rain. Often times, deluging it with WD40 cleans it up without having to pull it out. Might try that first.

I just consulted my recently from the factory procured copy of the M20R/S parts manual which covers all S/Ns and all they show is the composite panels with the Camloc fasteners. They do refer to it as the "smooth belly" installation. Unfortunately they show no other installations. You may have an orphan there on this matter. Maybe one of those ownership change things where the documentation is scarce. Might have to call the factory.

On my PA-18 it was mounted on the aft inboard end of the right fuel tank cover on the wing. The fuel tank cover acted as the ground plane for the antenna and since it was near the wing attach point it was highly survivable. Do you belong to an owners or builders group? What are they doing?

Yeah, those Peterbilts and K-Whompers are not running that hard or long and they go hundreds of thousands miles on turbos. LOL! Here is the secret. For the ICE turbo, the major key to longevity is......lubrication. Good synthetics keep the shaft and bearing from coking which causes overheating of both the turbine (because it is slowed) and the damage to the bearings and they carry away heat. Without synthetic lubricants there is no way chemically to prevent coking, the material is insufficient. If you look back at jet turbine development, the lives were very short without synthetic lubricants due to coking and heat. Modern jet engine technology is impossible without synthetic lubrication. The modern ICE turbo does not have close tolerance turbine blades like a aviation turbine engine, so blade creep and deterioration is not as significant, but no insignificant. The way to control it again is heat sinking and synthetic oil is superior in that regard. Go to any turbo overhaul shop and you can tell immediately which units were running synthetic and which were not. Compare the hours in service of those units and it will become immediately apparent. Equally so, besides the diesel turbos , I have a gasser twin turbo. Warranty on it is void without running synthetic lubricant. Guess why? Think about it, using the the "easy use" claimed in an auto, why would synthetics be mandatory?