MatthiasArnold

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/

This - the resolution must match the capabilities of your system (w/ or wo/ SVT).

According to the parts catalog: AN415-2 See position 24A in upper left detail. Matthias

.. and in Italy they pretty often use Italian (at least on Milano Radar and Genova Radar) ..

AVGAS additive for low temperature operations = IPA. See POH and https://mooneyspace.com/topic/35373-ipa-winter-ops/ Matthias

There are a least two competent MSCs in (continental) Europe. ACG in Allendorf / Eder, Germany (my personal choice) Another one in Troyes/France (no personal experience from my side) And many shops with more or less experience wrenching mooneys (check their experience beforehand) Availability of spare parts at MSCs (to my experience): some on stock, and if not on stock but available in Europe or US shipped within some days. It’s a global market and the pond does not induce a huge difference (in availability and delivery times). Just my 2 cents. Matthias

AFAIK the „major“ version 0401 is Garmin‘s OEM id for the M20 specific G1000 software bundle. The „minor“ version e.g .30, .34. .37 identifies the release. Each release bundle contains the software for the different LRU‘s, each with their individual version with different individual schema and numbering but matching to the overall bundle The OEM identifier (0401 for M20 (don’t know about the Ultras)) is different for each G1000 equipped aircraft type (DA40, C172, ..). Matthias

The data logger output are .CSV files, labeled/ named with timestamp and ICAO code of departure airport. Tons of data recorded with a sample rate of approximately 1Hz. You can upload it to Savvy, CloudAhoy, FlySto (very cool, take a look at it). Small trick when upload to CloudAhoy fails. Open a text editor (raw mode, not word) and delete the last line in the CSV file which typically is kind of „corrupted“ when the mains power is turned off while G1000 is still trying to write the file. Matthias

Since big G is unable to provide the components for WAAS upgrade (GIA63W only as used components, GIA64 only works for NXI), they most probably won’t force you Just follow the avenue outlined by @Graf_Aviator above with a competent MSC and you will be fine. Keep fingers crossed, document the G1000 configuration and don‘t brick the GPU.

I utilize high quality SANDISC 32GB SD cards. No problems so far. I use a separate SD card for NAVDATA updates only. If NAVDATA is placed on the same SD card as checklist/flight data, the MFD with .37 installed will ask you if you want to update NAVDATA on every boot process. This is kind of annoying..

0401.34 and 0401.37 provide data logging and should both work with both, WAAS and non WAAS G1000. Disclaimer: When upgrading to 0401.34 we also replaced GIA63 by GIA63W. So, I did not test it personally. Matthias

Correct - it just delivers a max current of 20A at 28V instead of 100A at 28V. Plus you have to increase engine RPM to at least 2400rpm or 2500rpm for the tiny alternator to achieve this output. But - at least for the GX this output is sufficient for standard operation of the equipment, otherwise you have to shed load as mentioned by @EricJ BTW - a good starting point for shedding unnecessary load is the A/C blower One certification requirement for TKS/FIKI (and maybe G1000 full glas) is two batteries plus backup alternator (and dual/redundant TKS pumps and heated stall indicator switch and ..). Best, Matthias

Just found some pics: Belt driven A/C compressor on the RHS: Standby alternator attached to accessory panel on the LHS:

Ovation 2GX with A/C has this configuration. No idea about availability of parts and electrical installation efforts though. Maybe @JustusSJ can chime in? Matthias

AC current does not magnetize - and according to the report even decent DC currents are no real world factor .. BTW I‘m one of these strange electrical engineers ..

There are FAA certified A&P / I&A available across Europe. For example at ACG, wich is also one of the (two) European MSCs (see also Epilogue to the purchase of a Mooney Ovation in Europe, the registration history of this aircraft was US, Finland, Germany). I even have a FAA certified A&P / I&A at my home base EDKA. He typically works on (and owns) several warbirds including Boeing Sterman, T6, and some T28 Trojan. Long story short - maintaining N-reg aircraft in Europe is doable but requires some more organization and efforts than in North America.. There are several Pros and some Cons on doing so: Pros: US = biggest GA market around the globe, much easier for purchasing and selling Availability of STCs and accessories (LHS for example), some STCs never make it to EASA .. Maintenance as defined in Part 91 including basic maintenance by owner .. Cons: As non US citizen (or enterprise) ownership via US based trust (it's just additional cost) For operation outside the country where your license has been issued (e.g., for me outside Germany, even if I hold an EASA license) you additionally need a FAA license or the FAA validation of your EASA license.. When an none EU registered aircraft is based inside the EU (or a certain period of time (6+ months a year or so , I'm not sure) you need a proof, that the EU import taxes/VAT have been paid in full. This is ramp checked especially in (more) southern European countries like Italy, Spain, France, .. Without a proof the authorities claim tax invasion and simply confiscate the aircraft ;-) At least for me the Pros certainly outweigh the Cons . Best, Matthias

Sue‘s M20J is indeed on Swiss register (HB-..). My M20R, based in Germany, is on N-Reg; like most of the „modern“ Ovations and Acclaims operated throughout Europe.

Hi @Jose Jo, Thank you for the flowers! It was fun supporting you on your journey towards a beautiful O2 GX. I deem this "project" as a great example for the helpfulness and usefulness of Mooneyspace. Even or especially for Mooney drivers operating their aircraft somewhere in the "diaspora". You might consider reposting or linking your nice article in the European Mooney Pilots and/or the Ovation Owners forums of MS. Best, Matthias