MatthiasArnold

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

All of the above mentioned is correct. I went through the challenge of upgrading my 2006 O2 GX to WAAS last year. You will find my "story" here on MS. And yes, the S-TEC 55X does his job but its performance and capabilities are behind a GFC700.. And yes, the path forward for the deeply integrated G1000 is unclear (and will be expensive anyways). What I want to add to the list is that you might be forced to renew the composite oxygen cylinder because it has a limited lifetime of 15years (if not already done by the previous owner). If AMSafe airbags are installed there might by a similar situation (although I don't have details on that matter). I'm very happy with my 2006 O2 GX - its a great aircraft! If you are aware of the aforementioned items and can "live" with them (I sure can live with a WAAS enabled G1000!!) and the PPI shows no major obstacles, go!! Regards, Matthias

I had similar "electrical" problems with my Ovation's speed brakes. Servicing them in accordance with the service manual is no rocket science. Use plenty contact cleaner for the micro-switches and the connectors's plugs. Engage the switches multiple times during cleaning. For more details refer to this post on MS. Best, Matthias

Air condition heat exchanger outlet. The A/C heat exchanger inlets are positioned below the leading edges of the elevator (some people claim it’s the other way around but as far as I remember the service manual..) Best, Matthias

I had similar problems with my OP sensor in the past and documented this on MS. Since treating all plugs of the electrical connections (for OP and MAP ) including the ones at the firewall and GEA the problems went away like magic. Best, Matthias

Please visit my hangar

How to vote in between „good enough“ and „amazing“? As a non-native speaker the gap between those options feels pretty wide.. Regards, m

Don't know if this G1000 knob replacement kit is still available: Garmin K00-00350-00. This should be less than the "all-in" repair fee.. If someone already made 3D printer replacement parts - please share the 3D files Disclaimer: not an Garmin representative or avionics specialist . Best, Matthias

As stated above it depends on year of manufacturing / serial number. For my O2 GX, MY2006, SN 29-0423 the situation is as follows: The A/C can be run at any time (ground, climb, cruise, ..) The A/C compressor is connected to the engine via a belt drive. On activation the compressor is engaged using an electrical actuated clutch. The useful load penalty is considerable, at least 30kg/66lbs or so Although I live in Germany I like to operate in in summer.. if it's warm, sunny and humid outside.. Regards, Matthias

As mentioned before it really depends on your style and mission. From my point of view Cirrus is more about convenience and not being so deeply involved in technical details. My wife (she's an aviator as well) states Cirrus is like a flying Thermomix (a highly automated kitchen aid with cloud connection for recipes, touch screen, etc, very popular in Europe) compared to hand made meals.. I personally prefer retractable landing gear, efficiency and deep technical involvement (just had my owner assisted annual two weeks before) - but that's me, not someone else. (When it comes to efficiency: with AVGas prices at app. 10USD/gal in Germany (and other European countries) this is something to consider over here.) Best, Matthias

I had a similar observation. Servicing the connectors solved the issue. Regards, Matthias

LHS installation in Europe Did the LHS installation during last week's annual. The work was done in parallel to an installation of a traffic awareness system which supports the multiple systems which are utilized throughout Europe as good as possible: Mode-S, Flarm (origin gliders), some ADB-B out. Unfortunately the GDL69 of my G1000 is of no use over here (well it acts as expensive Charly weight), so I had to find a good compromise. For those of you who are interested refer to this link AirAvionics AT-1. It is integrated with the G1000 maps via ARINC429 as well as audio call-outs and supports numerous tablet/smartphone applications via WIFI. For audio we utilized the ADF input (Automatic Draffic Finder, easy to remember). The LHS installation was done utilizing the small inspection panel between the LHS landing gear and the wing's root. If you don't like the quality of the cut out it's me who is to blame.. Installation and configuration of the LHS worked like a charm - no problems. For audio we utilized the DME input - to my understanding LHS is a kind of distance measurement (vertical short range, not slant range though..). Did only two landings yet, one on a first time airport for me (EDVE) with a much wider runway than I'm used to (EDKA). Was really helpful to do the round-out at the perfect height. Landings were very smooth! Regards, Matthias

I utilize the data given by Lycoming's IO-550 Permold Series Engine Maintenance & Overhaul Manual as primary source: For my IO-550-G the FF(BHP) chart reads a little bit less than 130lbs/hour for full power at full rich under sea level conditions. This converts in a FF of app. 22.4gal/h. Combine this chart with the BHP(MAP) chart and you can derive an estimate of what you could expect at higher altitudes/lower QFE during full power take off run. Take the local pressure (QFE), subtract 0.5"inch/Hg for pressure drop in air filter. Read the expected BHP at max RPM. Put the BHP in the FF(BHP) and read the estimated FF you could expect fo full rich/WOT. Just a rough estimation not considering the influence of ISA temperature deviation though. But based on the engine manufacturer's data. PPL thoughts only, no A&P. Regards, Matthias

.. if you have 0401.34 or higher version installed

Some more details on NavData SD cards: I use standard 2GB SD cards They must be FAT32 formatted Do not use the Garmin database (Terrain, Obstacles, SafeTaxi, ..) SD cards

Release notes / feature list for SW 0401.37 available (e.g. 8.33 kHz database support)? I wonder if any detailed release notes for the 0401.37 are available. For European GX drivers ADS-B out support alone is a feature with limited value - unfortunately we don't have NextGen over here. However, even with 0401.34 installed there are some missing features, mainly due to limited database size for pre GDU 15.10 software (0401.34 includes GDU 14.02, at least on my installation). Prominent examples for missing features from an European GX drivers perspective (caused by limited database size): 8.33 kHz frequencies not displayed / selectable Visual Reporting Points missing Per Garmin SB 1865 Rev A at least one of the issues is resolved for GDU 15.10+ software (see attachment and this thread on DiamondAviators). From the image in Paul's & Anthonys post I derive, that 0401.37 includes GDU 15.24. So obviously/hopefully there could also be some benefits for European GX drivers to install the update. Any supplemental/supporting information available on these features? Regards, Matthias SA_1865A_G1000.pdf

Some resources FAA ICAO flight plan form FAA guide to ICAO flight plans Garmin guide to ICAO flight plans Garmin PBN/RNAV equipment codes for ICAO field 18 equipment capabilities indicator PBN/ Garmin XLS with codes per instrument see attachments Example O2 GX non WAAS, Mode S (see comments for ADS-B) Field 10: SGRYD/S S - Standard Equipment: VHF-COM, VOR ILS G - GNSS R - Area Navigation (requires indicator PBN/ in field 18) Y - 8.33kHz COM channel spacing D - DME (its useless to discuss why this is still required for IFR in German airspace ;-) /S - Mode S transponder (for GTX33 with SW upgrade providing enhanced surveillance use /H instead) for ADS-B out use /B1 instead for ADS-B in/out use /B2 instead Field 18: PBN/B2C2D2O2S1 B2 - RNAV 5 GNSS C2 - RNAV 2 GNSS D2 - RNAV 1 GNSS O2 - RNP 1 GNSS S1 - RNP LNAV Approach Example O2 GX WAAS, Mode S (see comments for ADS-B) Field 10: SBGRY/H S - Standard Equipment: VHF-COM, VOR ILS B - LPV G - GNSS R - Area Navigation (requires indicator PBN/ in field 18) Y - 8.33kHz COM channel spacing /H - Mode S transponder with enhanced surveillance for ADS-B out use /B1 instead for ADS-B in/out use /B2 instead Field 18: PBN/B2C2D2O2S1S2 B2 - RNAV 5 GNSS C2 - RNAV 2 GNSS D2 - RNAV 1 GNSS O2 - RNP 1 GNSS S1 - RNP LNAV Approach S2 - RNP LNAV/VNAV Regards, Matthias Garmin_ICAO_Flight_Plan_Information.xlsx

Welcome and congratulations! As stated above (long body) Mooney specific transition training is highly recommended. In addition to this a PC based flight simulator (especially X-Plane 11, X-Aviation provides a nice M20R) is great for learning to master and utilize the G1000 (see link). Add some G1000 simulation gear (like RealSimGear or VirtualFly) and you can even train your muscle memory while on the ground. PP thoughts only, no FI.. Best regards, Matthias Sim still under construction:

On one of my most recent flights with my O2 GX I observed fluctuating oil pressure indications. While around 60psi is the range that I normally expect during cruise in moderate (winterly) European weather conditions, the value dropped down to something around 48psi for some period of time and suddenly back to the 60ties range. Although still in the green arc I felt somehow alarmed. Analyzing the data of some previous flights with Savvy (the G1000 software update to 401.34 which includes data-logging was done in autumn 2020 ) I learned, that this behavior already existed in previous flights but got worse over time. Based on the signal's shape (sudden drop/recover, spikes) and my experience with a multitude of smaller electrical bugs with my aircraft, I decided to inspect & service wiring and especially connectors first (I found the MS topic Oil Pressure Transducer G1000 M20R the same evening after I visited the hangar ). I serviced the Kulite pressure sensor-connectors for MAP (APT-20G-1000-25A (0..25psi absolute)) and OP (APT-20G-1000-150G (0..150psi relative to ambient)) as well as the two larger connectors guiding the many different engine & airframe signals through the firewall to the GEA. Before doing a test flight I checked the validity / consistency of the GEA signals in service mode on the PFD (while still being on the ground) - looked good (please also note the hangar temperature of only 2°C - happy I have Reiff engine heaters installed). Analyzing the data of the 30min test flight showed spike-free smooth oil pressure signals which behave as the should behave: Basically a function of RPM (pump actuation) and oil temperature (oil viscosity). To keep a long story short: Lots of smaller electrical glitches in an "electrical" air plane like O2 GX, especially if it was rarely flown (in the couple of years before I purchased N913KS last summer it was only flown app 10h/a) - in my case glitch number four since I own the airplane (flap switches, GIA #2 <-> MFD, speed-brakes, OP sensor) Besides corrosion/oxidation of micro-switch contacts (flaps, speed-brakes) and connectors (OP sense, MFD/GIA) bad solder joints can be a major cause for electrical glitches (see topic Oil Pressure Transducer G1000 M20R as an example for the latter) Before throwing tons of monies on exchanging expensive/hard to source components it might be a good idea to start with inexpensive things like cleaning and servicing electrical connectors and contacts.. Best, Matthias