oldguyscanfly

I assume its binary from the G5 unit, but unsure. Have a call out to my Avionics guy.

The transponder is the GNX 375. It's the all in one Transponder/ADSB/Nav unit. I assume it draws its altitude info from my G5 PFD, and not the old steam gauge altimeter. I'm going to the hanger tomorrow to do some under the panel gymnastics, see if I see anything.

Recently I was flying from Payson AZ to Liberal KS. Was at 13,500, and running my cabin heater full on. ATC informed me my altitude reporting was showing me bouncing between 8,000 and 30,000'. I had no indications or messages from the unit of a malfunction. after numerous tries at resetting, no joy, and ATC had me disable altitude reporting. I kept trying to diagnose the problem, and began to receive error messages of a altitude reporting fault, and the loss of ADSB. I noticed it was fairly warm around the unit, so turned off the cabin heater. Sure enough, in about 15 minutes everything came back, and continued to operate normally the rest of the trip. It felt warm, but I didn't think excessively so. Going to take my IR gun on the next flight to get some good readings. I also want to take a look at the scat hoses under the panel, make sure nothing has come loose or is somehow directing hot air towards the stack. Any other ideas? Has anyone else had a similar issue?

https://www.youtube.com/watch?v=jJ88YW4mb_c&t=1818s

Some of the stalling descriptions I've read here are not at all like my 65E. I've found her stall characteristics not a lot different than other aircraft I've flown. Good warning buffet, and a fairly gentle break. Does require a bit of a pull when my 250lb son is with me:) Feet need to dance a bit to keep wings level though. I do have a full set of VG's, and have been wondering how much they enhance slow speed/stall characteristics, since I have nothing to compare too. I learned to fly in a C-180, and every lesson for the first 10-15 hours always included what my instructor called "rudder exercise stalls"- holding in a stall and keeping the wings level using rudder. 47 years later I still think it was very valuable stall training.

I've got about 40 hrs on my dual G5's, and I'm still looking at my ASI and ATL, but now more of part of a scan I guess. Takes awhile to get used to I guess. Still like them.

On my first test flight after my dual G5 installation, I lost the generator on my 65E. I I was doing pattern work at an airport about 20 miles from the avionics shop. I think I had possibly 2 gear cycles after the generator had died. I left the gear down and flew back to the other field, and on approach the 5's went to back up power, after I assume the voltage on the ship battery got to low. I left my GNX375 and com radio on, all other accessories off. It did continue to have a GPS guidance after it went to battery power. the 375 and the radio continued to work until shutdown. Upon replacing the generator with a plane power alternator, the shop discovered my battery was in pretty poor shape also. So I think with a good ship battery, one could count on at least 2 hrs. of G5 operation plus a gear cycle. Cant help on the autopilot questions.......someday if Garmin or BK gets it together.

I've done them in my E, no problem on my home field of 3,200' Usually will only do on request of a instructor, If I'm doing pattern work by myself, I like to taxi back to give myself time to reflect on the landing and the technique I used. More challenging in the Mooney is a go around initiated from the pre touchdown flare position. If you can master that, T&G's are no problem.

My 65 E is 26 psi fuel pump off, 27-28 fuel pump on. Doesn't vary much.

I'm doing it in my 65E, good advise above, especially about getting to know the plane first. I've got about 50 hrs in mine now, and feel comfortable to resume my IFR dual. Part of the many justifications I used to buy the plane was that I would save a lot of money over renting for my IFR training. After a year of ownership, not so much now lol. But every $$ I've spent on her, well worth it. Great machine!

It doesn't appear that you have a GPS navigator? I've been very pleased with my GTX 375 Navigator/ADSB in/out Transponder.

I base my 65 E at Fresno Chandler KFCH, and at KICT in Wichita. Currently in KS, but will be heading back to CA in the next 2-3 weeks. I'd be happy to show her to you, and give you a ride. I'll msg you when I return to CA.

My G5's accept nav data from my GNX375 and my GNC 255

Ordered mine too, been looking for a shirt, now I can keep my business local ....But would also love an "E" shirt

Yes I do, according to the logs, it was done by previous owner when they installed 1/4' windows. I have the STC for it in the files.