MatthiasArnold

https://innospec.com/fuel-additives/transportation/octane/

Exactly this was the root cause on a rented PA28, when I blocked out ATC communications in busy Düsseldorf control zone for a while until the PTT stuck functionally of the GNS430 ended the TX. I entered 7600 on the transponder and communicated wirh ATC via squawk ident button (answering their questions in a yes/no fashion). On the way back to the home base I knocked against the yoke shaft from different directions, heard „cracking“ noise in the headset (caused by the PTT wire electrically disengaging from the grounded yoke shaft) and finally brought the wire back into a position, that I was able to transmit again. One FI of the flight school/rental told me afterwards „we have had this problem since years, without any idea of the root cause“. BTW: I received no discount for this rental flight… Matthias

12.57 USD/US-Gal at my home base EDKA (Germany)

Typically 158KTAS on 10.2gals/h, close to max gross with TKS FIKI and A/C induced drag penalties at F150 - F160.

Roughly double the numbers for European Mooney drivers (ok - maybe only +80%)..

Potentiometers tend to get „scratchy“ over time. Most of you will recall the noise when adjusting the volume on a good old analog HIFI amplifier. it’s typically a combination of dirt and wear. If the specs match (mechanically and electrically) it should be no big problem of replacing with new - at least from the engineering perspective (disclaimer: I’m just an engineer - not an expert on regulations..) Best, M

0401.37 runs smoothly with GTX33ES. I know at least two birds with this configuration. However, no idea if this solves your problems with integration of CIES fuel senders. Changing the G1000 configuration to 102 gals has no impact on the range of the analog style fuel gauges on the MFD’s engine screen but increases the upper limit of the fuel increase button to 102 and sets the default value of the fuel reset button accordingly.

Checklist file on upper SD card is correct. The GDU is sometimes picky when it comes to the quality of the SD cards. Last year I had a lot of troubles with the GDU reading the database files stored on the SD card placed in the MFD’s lower slot. After weeks of investigation and testing I finally fixed it (like magic) by simply replacing the SD card in the MFD’s upper slot by a new high quality card. Don’t ask about the interdependence between SD cards sitting in the GDU’s upper and lower slot. It’s just what it is. Best, Matthias

Fascinating adventure and great blog! They are also active on MS : @terbang

At least for my Ovation (which provides "discrete" flap positions Up- T/O - Down) the microswitches can be found: for the up & down positions: directly positioned at the actuator (first pic) for the intermediate T/O position: actuated by a vane which sits on the rod actuating the flaps (second pic) You will find them when opening the belly. However, as far as I recall the J has "continuous" flap positions, so it might be a different design. Best, Matthias

I like GeeBee‘s proposal. Communication via GIA2 and with GIA2 itself seems to be broken AFAIK as long as you don’t pull the battery CB, all systems are powered ..

MT-propeller's website provides a good overview on TC and STCs: FAA: https://www.mt-propeller.com/en/entw/stcs_faa.htm https://media.mcfarlaneaviation.com/documents/mooneym20rstndatasheet.pdf EASA: https://www.mt-propeller.com/en/entw/stcs.htm https://www.mt-propeller.com/pdf/stcflyer/FL061US.pdf

I utilize them for steep approaches like circling into runway 09 at LIMG. Besides supporting speed control in steep descents it also seems to reduce potential floating while landing. AFAIK you can go around with SBs extended per M20R POH. Good opportunity to look this up, though.. Best, Matthias

Westflug in EDKA/Aachen They used to have two M20J for charter (and hopefully still have) plus competent Mooney instructors. D-EMOH / D-EWOS I did my transition training there (when the runway had a length of 520m) and it’s still the homebase for my M20R. Meanwhile the runway is way longer.. Best, Matthias

To me it‘s a little bit confusing, that the problem only applies to a subset of the sensors connected to the GEA. There is no obvious pattern at first glance (e.g., all pressure sensors fail which could hint to checking the sensor supply voltages provided by the GEA). During the course of this year I had some trouble with the configuration data of the GEA which could be fixed by reprogramming the GEA only plus reloading the GEA specific configuration plus saving it to the configuration module. When following this avenue make sure to select the correct configuration options (e.g. Kulite vs .. pressure senosors, ..). Don’t ask me how I know… Not an avionics specialist, just ordinary electrical engineer. Best, Matthias

I had a similar situation with one of my (not dual) magnetos: App. 90hours after overhaul the magneto failed. The root case was a completely worn "cam follower" of the contact assembly which was replaced by new. I personally attended the follow up overhaul in the renowned repair shop (in Germany), where the magneto was completely disassembled, cleaned, capacitors replaced (although the passed the tests) and yet another new contact assembly utilized during assembly. The test run on the Magentor tester looked perfect. After reinstalling the magnet on the A/C the freshly (double) overhauled magneto started performing a little bit strange again (no real rpm drop during mag check although the p-leads & ignitions switch are ok) after only 40h. Talking to my AP and IA we choose another renowned repair shop (in Belgium this time) and I once again personally attended the overhaul number #3.. Once again the (Nylon) "cam follower" of the contact assembly was pretty much worn (thus the points were close to not opening again). We checked every part and detected some very light corrosion on the magneto's cam shaft. After replacing the cam shaft with new and of course yet another new contact assembly the magneto finally seems to work as expected.. Long story short: many reasons for a magneto to fail - this is just one of them..

While treating them with contact cleaner operate them several (many) times. I went through this procedure app. 3 yeas ago - works like a charm since then. However, if they fail again in the near future replacing the switches is the way to go.

IMHO there should also exist some previous ground-work for G1000 Mooney airframes upgrade path to NXi: The work done for Ovation Ultra & Acclaim Ultra? At least some of it could (eventually) be applicable?

AFAIK all LRUs (Line Replacable Units) are independent of a specific airframe (LRU revisions have to be considers)

As mentioned by @Sue Bon: IFR minimum over the Alps is F140 (e.g. over Swiss Alps / Gotthard). F160 gives you way more options (e.g. most of Austrian Alps). So, if your travel plans include flights crossing the Alps (under IFR) the K might provide much more options and flexibility.. Best, Matthias Approaching the Alps south-bound at F160 last Sunday (position Zürich See, down left). Had great views including Matterhorn and Mont Blanc (not shown on the image)

Hey Patrik, I'm very happy with my G1000 equipped Ovation 2GX. Since you are based in Sweden, Europe I assume that most of your flying will take place there. Based on this assumption: G1000 WAAS upgrade with used GIA63W units is doable. Take care of the HW revision! You will find all required information here on MS. Since advanced NextGen ADS-B services like weather, .. are not available in Europe, upgrading to ADS-B out can be achieved by simply exchanging the GTX33 to GTX33ES (and some SW configuration. AFAIK this upgrade mandates WAAS (for feeding the position information to the GTX). For traffic information you could utilize a system like AirAvionics AT1; targets can be fed to the MFD. By combining AT1 and GTX33ES you achive Traffic in via ADS-B (AT1) Traffic in via FLARM (AT1, all those gliders) Traffic out via FLARM with antenna diversity (AT1, the gliders can see you, maybe to late) Traffic out via ADS-B out (GTX33ES) While G1000 WAAS upgrade is not so hard, there currently seems to be no (affordable) upgrade path from S-TEC 55 X to GFC700. If you find a plane with GFC700 you might take a closer look (I don't think that there are any Bravo's with GFC700..). Best, Matthias

I recently ordered a RG24-15 there: https://www.airpart.co.uk/parts?no=RG24-15M# Currently they have only one on stock. But they have multiple RG24-11M.. They are based in the UK though.. Matthias

As mentioned before, most of the G1000 equipped models have two hour meters: A traditional Hobbs located in the baggage compartment and the "software" meter integrated in the G1000. The traditional Hobbs is actuated by the "airspeed safety switch" which also tries to block the gear from being retracted while on ground for most newer Mooney models. The airspeed safety switch has two parallel micro switches actuated by its differential pressure membrane (connected to static and pitot) and the threshold is set to something around 60kts. I have no idea whether the electric wiring is similar for a J. However, I observed two different errors (occurring occasionally): continue counting while on the ground (like your issue) not counting while in the air Both could be traced back to the similar root cause: The airspeed safety switch with its micro switches, not the Hobbs meter (which simply counts once voltage is applied). Long story short: if the working principle for your J is the same, it might not solve the issue by exchanging the Hobbs meter, there might be other root causes... Best, Matthias BTW: will cross the Swiss Alps this Saturday north bound. However not in the Grenchen region but more to the east (Como, Bellinzona, Disentis, Bifertenstock, Obersee )..

As mentioned by @mike_elliott it is a great improvement in situational awareness. Plus, once you are used to the FPM (green circular cursor pointing exactly where you are going), the horizon line and runway signs, hand flying steep turns or approaches is very easy and precise. Since you (just guessing) and I have S-TEC 55 X installed in our aircraft, I would even state, that hand flown approaches utilizing these features often turn out to be more precise than A/P coupled approaches (I debrief my flights with CloudAhoy). GFC700 is a different thing of course. The SVT software is already installed. You simply unlock it with the (expensive) SD card (which is bound to your G1000 system afterwards). The unlock procedure is well documented by YouTube videos. IMHO a great addition and safety feature. Regards, Matthias

Had the same thing happening app. 2.5years ago and exactly this procedure worked great!