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.

Taxing out at ICT today for my first flight in nearly 8 weeks, got a treat with "Doc" , actually taxied behind me on Alpha. They were doing a tribute flight with three tankers out of McConnell for first responder's/medical folks around the Wichita area. I was due back about the time they were scheduled to finish, was hoping to hear "69Q, cleared #2 behind the B29. Didn't work out though.....

Just a follow up, I used Military Graphics, https://military-graphics.com/, located in AZ. I was extremely happy with the product, cost, and speed in which they produced my decal. Ordered on a Thursday, in my hand on in Wichita on Tuesday. And the contacted me to insure the correct font, and other details. Seems they do a lot of custom work. Very happy with them

i just removed all my belly panels from my 65E to clean and inspect. I would recommend getting the M20 screw kit https://www.aircraftspruce.com/catalog/hapages/exterwasherkit.php from Aircraft Spruce, and an assortment of tinnerman nuts lol And a can of Tri Flow and LPS 2 Just viewing and learning all the linkages and other stuff is a great way to get to know your Mooney....

In my 65 E, the second landing i made during transition training (with a CFI that could be my grandchild, and a lot less hrs than I had, and no Mooney time) was no flaps, because I did not position the flap lever to the "down" position before pumping them down. It was the best landing I made that day. Most of my landings since have been 20 degrees to full, and have had several "greasers". I have found that all depends on speed control. My no flap landing if i remember correctly was about 75-76 over the numbers. My plane has full VG's and that seems to help. With flaps, very comfortable at 70-72 over the numbers, plenty of energy left for the flare. I will experiment with no flaps landings, stuck in Kansas for the moment so windy condition may make that a good thing to practice..... .

He"s an A&P too....now if I can just convince him to get his AI

My son helping me install the new tail art

$3.83 self serve KICT Yingling

Dragon's Milk reserve. A good stout after a good Mooney flight.......priceless

I hope I have the same success with my installation of the collar from the -202SB in my 65 E. We also replaced the steering horn, which was pretty worn. Landing it was always exciting on roll out, to the point I felt fortunate that I got my PPL in a C180- it was truly like landing a tail dagger! Hope to have it all back together the end of the week, I'll do a test flight and a post PREP.

And the second biggest mistake was letting the avionics shop talk me into removing my non functioning Brittain autopilot to facilitate with the avionics upgrade. After spending time here on the forum, I could have probably got it working.......