MatthiasArnold

LHS, SVT (f you have glass), ..

If they have a rectangular shaped aluminium cover plate, visible from the top of the wing, they come out to the top. Gently push from the bottom of the wing until you can grab the the cover plate, then pull them out. Besides cleaning and greasing the worm gear with Aeroshell 22 (what else ;-), it is also a gapped idea to treat the microswitches with contact cleaner and actuating them several times. Also cleaning and servicing the AMP connectors with contact cleaner makes a lot of sense. During reassembly take care, that the chassis of the speed brakes remain in a rectangular alignment (instead of being skewed). Misalignment easily happens caused by the force of the springs acting on he chassis. For reinstall you have to align the drain tube with the small hole at the bottom of the wing. Either by putting a wire into the tube, push it through the bottom hole, guiding the tube during install - or - by putting a long screwdriver from the bottom of the wing through the hole (upside down of course), aligning the screw drivers blade with the drain top (from the top of course), guiding the drain tube through the small hole during install (typically two persons required for the second version). Best, Matthias

Congratuations! Any additional tricks in addition to the combined findings about cabling & configuration in the G1000 and Garmin Flightstream in the Mooney thread ?

Correct

Thanks to the exceptionally friendly service at AustroControl, I was able to obtain copies of the LLSWC charts for the Alps, created through a joint effort between MeteoSwiss and AustroControl. For me personally, these charts — hand-drawn by highly knowledgeable meteorologists from Switzerland and Austria who truly understand Alpine weather — are the primary weather source whenever I’m planning to cross the Alps. The accident occurred at approximately 0820Z. The two available charts were valid for 0600Z and 1000Z, respectively. So, the situation can be seen as a kind of average between the two charts. The flight originated from LDZA (Zagreb, Croatia), located towards the eastern part of the chart, and proceeded northwest towards LJLJ (Ljubljana, Slovenia). There were strong winds over the Alps and the Karawanken mountain range (between Slovenia and Austria), with a prevailing southerly Föhn and associated mountain waves over the Alps. Cloud build-up was occurring on the southern side of the Alps — at 0600Z, cloud coverage was BKN/OVC between FL030–FL060 with tops above FL250. By 1000Z, the situation had worsened with overcast nimbostratus (OVC NS) from FL030–FL060, again with tops above FL250, along with embedded cumulonimbus (CB) and thunderstorms (TS). Icing was present between FL070–FL180, and snowfall above FL060. While skies over LDZA were still clear at 0600Z, a thick cloud layer had already formed over LJLJ and was moving northeast. By 1000Z, this cloud layer covered the entire route from LDZA to Switzerland. Long story short — these were far from ideal conditions for flying directly from LDZA to Switzerland, even under IFR with TKS and additional equipment. (And remember — the flight was at FL095, which at least suggests it was filed as VFR.) A potentially better, though still quite turbulent route, would have been from LDZA north via Graz (LOWG) and Salzburg (LOWS) to Friedrichshafen (EDNY), but yeah, … Matthias For reference LLSWC Alps symbols

True! Looking at the FlySto data provided by ASN, Speed and altitude remained stable until entering the right hand spiral/ turn, so no icing as root cause seems unlikely. Altitude was FL95, which may indicate VFR flight (maybe). On that day, weather conditions south of the Alps were unfavorable: QNH Milano 1009, QNH Zürich 1000 -> Föhn winds from south, Mountain waves over the Alps (I saw the Lenticularis clouds while skiing in Engelberg/Titlis, Switzerland), Cloud accumulation on the southern side of the Alps. Although the Slowenian “Karawanken” mountains are located further south/east of the main Alpine ridge, weather conditions there were likely unfavorable as well. All of this, of course, hypothetical ..

.. same findings here ..

https://en.wikipedia.org/wiki/Carl_Lundström

Revisions -1 and -20 .. see other threads on MS.

http://www.n97nm.com/2017/08/crossing-atlantic.html This is the story about its Atlantic crossing some years ago. When I was searching for „my“ Mooney in 2020 I took a brief look at it (from remote). At this time it was still owned by the gentleman who brought it to Europe. During this time the aircraft did sit close to Barcelona for quite a time (waiting for a new owner) and himself close to Amsterdam (or the other way around). As far as I recall it was offered for sale more than once during the last couple of years.

A big thank you to @LANCECASPER & @PaulM for putting all the pieces together. Some additional remarks regarding typical G1000 installations found across Europe. Since Sirius XM services are unavailable in Europe, the GDL69 is of little to no use. However, it remains installed mainly to avoid confusing/messing up the G1000 system (otherwise we would have to install Charly weights instead ;-) IMHO for the FS210 install, the wiring to GDL69 RS232 #1 and all configuration should be done for the exact same reason: to prevent any confusion within the G1000 system. Because we lack ground based ADS-B services that provide traffic or WX information, we can only receive ADS-B position signals from equipped aircraft. As a result the GTX33ES is typically installed in our G1000 Mooneys instead of GTX345R i. For traffic information the GTX33ES is often complemented by an AirAvionics AT-1 or one of its predecessors connected to the G1000 MFD which provides traffic information via Mode-S (proximity & altitude only), ADS-B- in, FLARM in and sends out ownership position via FLARM out. The AT-1 configuration of G1000 RS232/AirInc423 is provided manually anyways (no config file available): ADS-B in (traffic only) AT-1 ADS-B out: GTX33eS FLARM in: AT-1 FLARM out: AT-1 (with antenna diversity) FLARM is particularly useful, as there is a significant amount of glider traffic between March and November—most of which is invisible to radar. (One notable exception was a glider riding a wave at FL270 in the Frankfurt region; he was on radar frequency, but that’s another story!) For satellite based in-flight WX Information we often utilize an Iridium satellite transceiver provided by Golze Engineering (typically no G1000 MFD integration) Long story short: since the GTX33ES SW is provided by 0401.37 we typically don't have to fiddle with GTX345R updates or different gtx.rgn files. Of course we have to do the wiring from FS210 to MFD RS232#3 as described above and provide the configuration with CONNEXT Format 1 in/out. Last but not least remains the question which exact "magic" Cirrus configuration file is required (if any at all).. Let's get this integration done! Best, Matthias

31-60-02 page 9 To my understanding ANFS2740-22 connects FS210 (not GDL69A) with the MFD GDU? 34-50-08 page 12

Vapor lock after longer flights?

TCM TSIO 550 K (available for Cirrus only) demonstrates, that an UL94 engine modification is doable. At least when the market is big enough..

https://mooneyspace.com/topic/17555-garmin-430-non-waas-low-battery-warning/