Marc_B

The easy way to check is to just pull off the top cowl. Super quick and allows you to see the magnetos and the filter/pressure lines from the upper deck if you have them. They’re right on top. Top cowl is quick and easy for one person. Bottom cowl requires more finesse and hands. I’d also recommend that at your next oil change/annual/maintenance that you, since the aircraft is new to you, take pictures of every visible serial number/part number plate and start collecting pics of every aspect. Makes it way easier to look back through pics and zoom in to see how things have changed or if you have a problem. FWIW I’ve got TSIO360SB with pressurized slick 6324.

As an aside, I’ve not extensively tested the smart glide feature yet, but I’ve flown with a glide ring for a while. I’ve never once seen the glide ring grow an arm and “wrap around” an obstruction. It just cuts off that part of the circle. That suggests to me that it’s calculating a series of straight line glides to build the ring. And personally I feel that smart glide is an advisory glide path and the pilot in command is ultimately responsible. It helps to better keep best glide and avoid stall, huge increase in speed, or upset while I work the problem. It’s not solving my problem, it’s just helping with the basics…best glide and immediate turn to closest.

I think what smart glide does is more simple. Takes your glide ratio, adjusts for winds and ground speed, and draws a line out based on current terrain database. The line ends at the first obstruction/terrain it “hits”. It’s not going to calculate a meandering line around an obstruction. That’s up to the brain flying.

@RoundTwo From what I understand, the Aera has 2 serial ports and only one Bluetooth channel. In order to get the XM feed (from my GDL 69A) as well as ADS-B/FIS-B information I believe for me it was all Bluetooth from FS510, and the flight data via MapMX from GTN through RS232. In the Aera 760 pilot guide there are several connection details for various units including the GTX345. https://static.garmin.com/pumac/190-02674-00_d.pdf

@donkaye has talked about his additions with the Aera to a Garmin glass cockpit. I've cloned his ideas and use it similarly, although I believe he uses one of the GDL's (51/52). I have GTX330ES+GDL88 and GDL69A SXM. I use the FS510 plugged into GTN750 as well as a hard wire connection to connect the Aera 760 to the pilot yoke. I get flight data from hardwire, and ADS-B / FIS-B / XM via the FS510. My Aera 760 is fully integrated to my panel and I can pick up all the information it has.

That may be from the picture being taken "off axis". I took a look at these at Osh22 and my eyeball thought they were brighter than current. But so much of "brightness" is not only total volume of light but the distribution. I'm definitely interested in getting some of these on the aircraft and seeing the light in the day and night. The truth is that ANY light is brighter than the darkness emanating from the bulbs now as I don't use them. Ha ha. Spruce has ship date of 24V as 3/24 and 18V as 5/1 for whatever that's worth...funny thing is, Spruce doesn't say 2023, so that could be 3/24/25...

https://www.ifr-magazine.com/technique/what-is-established/ Not exactly the situation faced by the OP, but still a great review of exactly how do you define "established" and how you can anticipate the course to make sure you're starting your decent at the earliest possible time (plus realizing that the terps were designed to maintain obstruction clearance with plenty of berth around the centerline for this). To the OP's case, if pointed out/requested from ATC, would they have approved vectors to CAPOG to get established on final approach course and better manage altitude? Sounds like the moral of the story is, if you rely on ATC to put you where you need to be it's easy for ATC to get us way behind the aircraft. My thought is if way too high to be feasible, worst case you could go missed and have ATC bring you back around and hopefully give you more time to get better sequenced. Which interestingly enough the missed approach is climb to 2500' for hold...

Aero Comfort. You can contact Hector for their latest price sheet.

I have a ziplock bag with 2 of these with a paper towel wadded up into the tip to catch drips. I keep a small tub in the back with an extra quart of oil, tire pressure gauge, small screwdriver and plexus/rags for windshield. This doesn't take up much room and works well; smaller than a traditional funnel. https://estore.hicorpinc.com/p66_retl/index.php?dispatch=products.view&product_id=2027

Your installer should be able to do a subtraction/addition for a weight and balance worksheet. Here's the numbers from my MT prop install for M20K Encore.

I have the Whelen shark fin led and it’s noticeably brighter but not distractingly so.

While I was reading the webpage I had this echoing in my head. Shag seats and roof have to be great sound dampening! ...can you say "Low drag, High shag!"

From what I understand there is logic in the controllers (Asymmetric Logic Control) that activates brakes together and prevents asymmetric deployment. So circuitry is checked and verified.

@Jay Aranha any update to the baffle seal replacement?

What the heck does it mean when even Mooney is saying something is "Non-Procurable"!?!? is this a super special type of unobtanium? And if it was non-procurable back in the 1980's when the factory was alive...hmmm.

Just went though this myself. For later models the standard Mooney rudder trim attached to the bellcranks in a way that does not interfere with the Garmin GFC500 yaw damper. However there were models in the mid bodies that had YD/rudder trim modules (such as the S-Tec) that must be removed if you are using GFC500 YD. I believe if you have the split rocker switch rudder trim, then you are fine to add GFC500 YD. And, yes, in that case you will have a motor that controls the rudder trim (item #1 below, believe made by Globe Motors) and a Garmin GSA28 "smart" servo that controls yaw damper.

https://mooneyspace.com/topic/40939-ifr-training-questions-and-advice/ Good suggestions here.

To decide what this is and if it applies to you... Summary: The FAA is adopting a new airworthiness directive (AD) for certain Continental Aerospace Technologies, Inc. (Continental) GTSIO-520, IO-470, IO-520, IO-550, IOF-550, LIO-470, LIO-520, LTSIO-520, O-470, TSIO-470, TSIO-520, TSIO-550, TSIOF-550, and TSIOL-550 model reciprocating engines with a certain Superior Air Parts, Inc. (SAP) cylinder assembly or intake valve installed. The affected cylinder assemblies and intake valves are installed as a replacement part under parts manufacturer approval (PMA) on certain affected Continental engines. This AD was prompted by three intake valve failures on reciprocating engines that resulted in engine damage and emergency landing or aborted takeoff. This AD requires replacement of the affected engine intake valve. The FAA is issuing this AD to address the unsafe condition on these products.

Yes, I’m aware of Savvy flight profile and a subscriber. The inflight mag checks were lean and ~30 sec., except for the most recent the right was short due to running rough and chugging down and didn’t want to just let it flame out. It looks like I switched while it was still climbing but that’s cause it ran rough until all egts were dropping. But it was close to 25sec or so. The ground checks were a ground run up prior to a flight that I scrubbed as i’m still having issues despite changing plugs. still I’m curious what your typical mag checks in flight look like. Why are left mag top plugs on left flat vs rising? Went from bottom plugs 2/4/6 to maybe cylinder 5/6 top on right mag with new plugs. But it’s never been an entire mags worth. yes, wires will be tested and mags will be sent off for IRAN.

Working on some ignition/plug issues and curious to see if y’all might post up your graphs for in flight mag checks and what engine/mags you have. Trying to get a feel for what normal looks like…and to share how specific issues appear. TSIO360SB2, Slick 6324, massives initially, now with Tempest fine wires Here is mag check from previous annual: Here is the latest in flight mag check: Plugs were getting worn and tired; decided to replace with a set of Tempest Fine Wires thinking this was more of a plug issue and here's my ground mag check:

and if it turns out to be this, Don Maxwell can service the VRs unless it's labeled IAI (International Avionics Inc.); I think Consolidated Aircraft Supply can also service them. (edit: if it's labeled IAI, then send it off to International Avionics, Inc in Texas and they can service.)

If you have an engine monitor you can download the data and see what your voltages have been running. Might be easier to see what's been happening after the fact with some recent flight data.

To circle back around… the fuse for the start relay in the M20K Encore is in engine compartment under top cowl by firewall on left. WAY easier to access than buried behind the copilot side panel. Replaced the fuse and voila the start power indication on annunciator lights up with starter. I really like easy victories. Too bad those aren’t the most common!!

Don’t you mean “from great to blows”??