MatthiasArnold

Quick question regarding 0401.37 & STEC 55X: Does 0401.37 still support STEC 55X (with WAAS enabled G1000 of course)? If yes (considering the German saying "paper is patient"), has anyone done a successful real-world upgrade to the configuration 0401.37 / STEC55X? Best, Matthias

M20R IFR go-arounds the way I practice them: In General: As stated in some of the posts above FLAPS-GEAR-FLAPS and most important stabilize (= AVIATE). In Detail: gently apply WOT, check prop & mixture full forward and prepare for high elevator control forces check heading, wings level, nose 8° over horizon (= attitude) check speed, flaps from down to T/O (this releases control forces) check positive rate of climb, gear-up, trim nose down & check/adjust attitude check speed, flaps from T/O to up, adjust trim check/adjust attitude, set heading bug & activate A/P activate & follow missed approach procedure on FMS/HSI communicate with responsible ATC read & do after take off checklist Basically its the sequence WOT-FLAPS-GEAR-FLAPS with applied priorities AVIATE-NAVIGATE-COMMUNICATE: The workload in this situation is very high so AVIATE has absolute highest priority. Just recently the German aviation authorities published the final report for a fatal accident of an M20K with experienced pilot in heavy IMC (RVR app 250m, VV000). He stopped descent at DA but unfortunately lost control during the go-around - very sad. You can download the full report here - its written in German though. If you want to translate some of the German text to a language of your convenience I would recommend using DeepL. BTW: for my O2 : when I apply the correct attitude (WOT, 8° nose up, wings level, cleaning up step by step) the aircraft will automatically stabilize at Vy (= 105KIAS) - just like magic.. Best, Matthias

It is still possible to upgrade O2 GX with STEC-55X if you find a pair of GIA63W with correct revision (see post above). I did the update on my N913KS at ACG in 2020 (see my PIREP on MS). Graf Aviator did the update on N66YY last year at ACG. Just recently Justus at ACG upgraded N60TY and N192JM. All stated aircraft are 2004/2005/2006 O2 GX with G1000 & STEC-55X. To put a long story short: If you are able and willing to find the units and a capable MSC you can do the upgrade - still in 2022, even in good old Europe.. Best, Matthias

Flap control When I purchased my 2006 O2 GX in summer 2020 (with registry N913KS, not N913ND ;-) it had problems with the flaps control logic (low-time hangar queen symptoms due to oxidized contacts: flaps did not retract, CB triggered, ..). Contact cleaner applied to microswitches and potentiometer, lots of microswitch actuations (by hand) and regular flying completely solved the problem. Electrical trim could be a similar problem.. Enclosed some pics which could help detecting the flap control electrical components. Flap end position microswitches: Flaps "intermediate" position microswitches serving the takeoff position control logic (and two relays on the PCB below): Flap position potentiometer giving feedback to G1000 (below the PCB with the relays, a little bit blurred): Best, Matthias

My 2 cents (or even less) to the wealth of valuable information provided above. Mooney pattern work When my FI introduced me to Mooney flying (M20J initially) we not just flew standard patterns but "enlarged" patterns including a very short climb/cruise/descent section: Short description (standard left hand pattern, airport altitude 620ft, pattern altitude 1500ft) takeoff, left turn into crosswind, left turn into downwind on downwind proceed straight ahead climb to a simulated cruise altitude (in my case just 500ft above pattern altitude = 2000ft) (items: accelerate, close cowling, set cruise power, lean, ..) when at cruise altitude 170-180degrees standard rate turn to the right (e.g. runway heading) approach briefing and items, descent to pattern altitude turn right to enter center of downwind at 45degrees angle ... The whole procedure takes around 9mins instead of 4mins (short pattern at my home base). When you look at this pattern from top it resembles somewhat an "eight". I like this approach for several reasons: It better resembles/simulates real-world flying including after take off, cruise, approach and final procedures, including checklists. The standard rate turn to the right during the cruise section gives you 1min to take a breath and prepare next steps. The pattern at my home base is smaller than standard (e.g. just 0.65NM final instead of 1NM) which would impose additional stress on the workload when flying just the pattern Entering and leaving a Mooney in a "stylish" way Maybe you are all aware of this procedure: While standing on the RHS wing grab the center tube above the glare shield (next to the whiskey compass) with your left hand and the handle at the upper inner side of the door-frame with your right hand. Position your left foot in front of the co-pilot's seat In a sweeping motion enter the aircraft. if you are "dynamic" and positioned the arm rest in the up position you might make it all the way to the pilot's seat in one single motion. Leave the aircraft in the opposite way (maybe move to the co-pilot's seat before) Its a good idea to position items like kneeboard, keys, .. on the glare shield (without touching the windshield) prior entering. Ask me how I know. Best, Matthias P.S: I started flying Mooney's at the age of 52 (M20J), 55 (M20R), 56 (IR rating) - it's doable at advanced age - no worries.

Mooniacs, Thank you for the valuable input on "one man removal of the lower cowling for J models". Let's push the challenge to the next level and share our knowledge on one-man removing and reinstalling the lower cowling for LB models with three blade props! To be honest - I personally cannot provide much input to this discussion besides the fact that when doing it solo there is a high likelihood to produce scratches on the spinner (caused by the sharp reinforcement sheet metal at the cowling's front), the rear side of prop blades (same), on the fuselage near the firewall, .. The initial removal process is pretty similar to J models: remove the upper cowling (easy) disconnect the input hose/tube for the cabin heat remove the covers of the two exhaust pipes (LHS optional) disconnect the air filters input duct unlock all fasteners except the LHS & RHS top fasteners at the firewall Three blade prop: position prop with the top blade showing vertically upwards and now the fun part starts .. how to support the cowling? how to tilt the cowling? how to move the cowling? .. And this is just the removal, not the reinstall .. (I know theoretically: same steps the opposite way). I'm curious to hear about your learnings. Best, Matthias

Thank you all for your valuable feedback! The good news: our aircraft with IO-550-G are not affected (although mentioned in the AD). We can simply "close the case". Best, Matthias

Hello Mooniacs, Just received this FAA AD, which also applies to IO-550-G/B engines 2022-04-04.pdfwith a specific oil-filter adapter installed: "This AD applies to the reciprocating engine models identified in paragraphs (c)(1) and (2) of this AD with an F&M Enterprises, Inc. (F&M) or Stratus Tool Technologies, LLC (Stratus) oil filter adapter installed per Supplemental Type Certificate SE8409SW, SE09356SC, or SE10348SC." I wonder whether the "stock" Ovations came with the adapters mentioned in the AD!? Best, Matthias

+1 for owner maintenance of speed-brakes! Besides cleaning and re-lubrication with Aeroshell don't forget to service the microswitches and the connectors/plugs with contact cleaner. This helped a lot (in my case). Best, Matthias

Somewhat triggered by your report, I checked the behavior of my O2 GX's electrical system (generator & standby generator) on ground (first) and in the air (second) today. It worked like described in the POH: Turning ALT switch off -> whole systems runs on the selected battery Engaging standby alternator and monitoring the AMPS on the MFD's engine page With many loads engaged (G1000, pitot heat, A/P) I had to increase prop RPM to >2400 to balance the system load (no discharge on battery) The way I read the POH further load can be shed (only systems on the emergency bus stay operative) once you pull the battery CB (did not try this in flight) Turning standby alternator off -> whole systems runs on the selected battery Turning ALT switch on -> whole systems runs on the main alternator Don't know what went wrong (technically) in your case.. However, you handled & resolved it very good. Best regards, Matthias

Besides some trouble with EGT & CHT probes going bad, I also had strange readings on e.g., the OP sensor. (see here ). I would recommend to take a look & service (e.g. with contact cleaner) the complete electrical signal path starting with the sensor connector (e.g., Deutsch connector for OP), via the "big" firewall through connectors all the way to the GEA unit connector (which sits behind the MFD as far as I recall). Best, Matthias

In my O2 GX G1000 we simply connected the LHS's audio output to the (unused) DME input channel of the GMA 1347 (LHS is a vertical Distance Measurement Equipment, isn't it?). Works like a charm, fulfills the requirement of simply muting the LHS's audio and is easy to remember (did not relabel the DME button (rationale see above)). Best, Matthias

Same here, turns fast & engine starts usually within two blades (if primed correctly ). Looks good - when cowling removed (I typically fly with cowling installed..)

As mentioned in the previous post the GIA63W’s version is critical: Based on my and Graf Aviators experience: * -00 versions will NOT work * -01 versions will work * other versions: don’t know.. There are several postings by the two of us (and others of course) Even if you have the right versions, the update process itself requires a lot of patience and retries . In my case initially downgrading to 401.30 and then upgrading to 401.34 did the trick … Best, Matthias Gesendet von iPad mit Tapatalk

I admit , I really enjoy the G1000 in my O2 GX and also did some upgrades: WAAS - app. one year ago, not straightforward but doable AirAvionics AT-1, integrated into MFD & audio - we don't have NexRad / ADSB out in Europe, but tons of gliders with FLARM, Mode-S, .. LHS - ok, that's just audio integration ..

New starter - W&B / equipment-list revision Just in case if someone searches for the starter's correct arm while doing the W&B / equipment list revision. You will find it in the TCDS, not in your POH's equipment list. For the M20R it is -9.1 inch. Best, Matthias

Well ... my very biased preference is ... Ovation You can reach (almost) the some economy and efficiency as with the J (something to consider with German/European AVGAS prices >> 11USD/gal, going up) The big-bore NA TCM IO550 provides some nice reserves now and then.. Just my very personnel biased opinion.. Best, Matthias BTW: The J is a great airplane, of course (its a Mooney)!

Out goes the infamous ISKRA .. In comes a Hartzell/Skytec PM2407 .. Hope that saves my starter adapter and engine from "starter-caused" trouble .. Had only two engine starts today - all I can report for the time being cranked really fast started well (2 blades on cold or so) Best, Matthias Just in case someone might ask or comment: No - I did not forget to reconnect the electrical starter power - this photo was taken before doing that task..

I wonder if any Mooney IO550 driver ever installed the somewhat "modern" Hartzell PM2407 starter and if there are any experiences/PIREPs available? Per this press release published on AviationPros, Cirrus utilizes it on its newer IO550 installs. Maybe its an alternative to good old Energizer!? BTW: I still have the ISKRA on my O2 GX but once it starts to make trouble .. Best, Matthias

Hi Zach, Any status update on this matter? Best, Matthias

Non - standard six pack .. Maybe due to its registration.. I drove different French made cars and the controls next to the steering wheel for lights, turn indicators, windshield wipe, .. were always somewhat mixed up - in a very individual and creative fashion though [emoji28] Best, Matthias Gesendet von iPad mit Tapatalk

FYI - pointer to the 3100 discussion thread from year 2019 including some technical information and a PDF listing some features & requirements:

Same here - as stated in my post above, it is not understandabale to me (as electrical & software engineer) why S-Tec/Genesys did NOT consider backwards compatibility to 55X when designing the 3100. As far as I recall, G1000 (Garmin, Mooney) adapted to legacy 55X protocols (like altitude preselect) when doing integration, not the other away around. So - IMHO it is up to Genesys providing the upgrade path. I'm pretty sure: if Genesys would be willing to follow this avenue (and correct their own "business" decision to break compatibility to their prior products), a good ratio of G1000/55X owner's would buy-in. Just my 2-cents.. Regards, Matthias

Somewhat stuck with the S-Tec 55X on my WAAS enabled /O2 GX. As long as the A/P continues to operate as he currently does - all good. Recalling the conversation thread on MS with Barry app. 2 years ago (besides all the things already stated in the current thread): As an electrical engineer I still wonder why they did not make the 3100 compatible with the 55X. I'm aware of the differences between rate-based and attitude-based A/Ps. However, there would have been ways to make it close to a slide-in replacement.. but they designed it in a different way. If, if, if, .. obviously it is what it is.

G1000 WAAS upgrade is possible but could turn out to be a real endeavor. I went through this last summer/autumn - see my PIREP here. @Graf_Aviator mastered this challenge earlier this year - see his learnings in this thread above. @Pmaxwell is certainly the address to contact.. When it comes to future upgrades like NXI I have the fear that the S-TEC drivers (like Graf_Aviator and myself) might get stucked. However, I'm happy with the WAAS capabilities of my N913KS. Best regards, Matthias