carusoam

Jezzie, You should be able to load up apps that will give you a feel before buying... Garmin, wingX, foreflight etc... I think they offer about 30 days for free. Just remember, it can be like using a cell phone while driving, very distracting, but not as bad as paper charts! Enjoy, -a-

From my M20R experience, I would expect the trim to be near centered while in level flight. While descending, some left rudder trim definitely shows up while the AP does it's job controlling the rest. Your indication of a lot of trim in during level flight is worth tracking down... On the other hand the rest of us may be a bit jealous of the GS=233kts sign on the big screen. Something you may consider... Is the rudder really to the left that much? Or is it just mis-indicating? While taxiing, set the rudder trim to neutral, the plane will go straight. Then set the rudder trim to the left, as indicated, the plane will pull pretty hard to the left forcing your right foot down to keep the plane on the yellow line. I learned this experimentally. I would set the trims for take-off and then taxi to the runway. Then I realized that my plane wanted to go to the right as I had asked it to by trimming the rudder to the right. Now I have found that wehave electric power steering as well! Like the big jets have joy stick stearing. I must have missed something in the POH... I'm going with "sensor challenged". I think you would notice if the tail was really that far left. The AP would balance all of the forces, but slow the plane below normal cruise. If you hand fly the plane with that much trim in you will be putting in a fair amount of opposite aileron pressure. Nice thing is, you can test this rudder position sensor theory while on the ground. Best regards, -a-

Old memory... Behind the pulley away from moving parts. Should be somewhat obvious when you look at it. Best regards, -a-

Where does the rudder trim indicate on the g1000? I was looking to see if it was left in or out, but don't see it. Or do you have the independent LED indicators of the older long bodies? If you leave the right rudder correction in from take-off, the AP will probably fight the excess rudder with left aeleron. No matter which direction the relative wind is blowing. -a-

Congrats!!! -a-

Let's avoid them both... -a-

Peter, That's a nice read on power development. I like the example calculations they use for the Lyc TSIO-540. We need to find some definition on frictional loss of the airframe vs. altitude (air density). I'm wondering when it makes sense to put on an O2 mask and fly at higher altitudes. Unfortunately with our NA engines our overall HP is declining with altitude. Things working in our favor...good rigging, LOP, full throttle, at 12,000’MSL....Then add as much tailwind as can be found. Best regards, -a-

AcclaimML, Are you sure??? Maybe I'm. Misunderstanding your statement... Are you saying... Your autopilot is making corrections for the cross winds while in cruise. The corrections include wing low into the wind and rudder input to balance the turning force generated by the lowered wing...? Aka slipping while cruising. Of course, you experience the extra control inputs are slowing you down a few knots. You have the most modern Mooney, so all things are possible...but, Even a 65C at the hands of a new pilot would handle a cross wind in cruise the same way as the most modern mooney with G1000 instruments, ya? They would both would fly straight and level and adjust the heading into the wind, no? Aka crabbing. Of course, for the strong cross wind that you have experienced, the correction would be quite large. A 25kt cross wind is about 13% the scale of a 200 kt cruise speed. But, no wing low and rudder being used in a continuous fashion, right? Or did I completely miss the boat on this one? Or is it possible the G1000 has determined a "better" way of handling cross winds? Maybe, such a strong cross wind is being controlled in an honestly strange fashion? My aged KAP150 simply points into the wind more, while keeping the plane on the Magenta line. Is the rudder actually active to coordinate turns that are being commanded by the AP? I would think so, because we have a motor driven rudder trim, but don't know for sure. Could be just the spring interconnections? It's good you brought this question out to better understand what the G1000 is thinking. As usual, I'm trying to help, but if I missed the boat, I don't want you to send a nastygram and quit using MooneySpace on my account...ya know? Let me know your thoughts. Best regards, -a-

GPS based on satellites, the higher you go, the closer to the signal you get. All good. My Narco radios were known to bleed signals that would confuse my Portable Garmin 196. Narcos are gone, all good. Cell phone signals often disappear at altitudes above a few thousand feet, but that is not what supplies GPS location. You can improve GPS reception as PerezHR has indicated. Placement of the device or it's antenna may solve your challenge... Practice with your device to understand it's operation, and obviously don't rely on it for primary navigation... Best regards, -a-

Sherry, your the best! Best regards, -a-

My lost magneto experience comes from C152s... One magneto has lower power than two. Could not climb to 2,000' AGL. The only setting I was looking for was where to be setting the plane down safely. That was enough single magneto ops for me. The plane had just come out of maintenance. Run up was good but began failing in flight. I would not want to perform maintainance to both magnetos at the same time. If they got on different schedules on their own, that would be fine with me... Best regards,

Modern belts don't seem to break like they used too. My 65C had an AC Delco generator and probably Gates belt supplied by my mechanic with proper paperwork. It was common for Mooneys to have an extra belt tied in place in the event it was needed. In ten years, I never lost a belt. It got swapped out when the prop came off for service. Approximately 1,000 hours in that time as well. Haven't had any issues with automotive belts on my cars either. Best regards, -a-

Checklist holder... I used Maxwell. He holds a nice checklist. Defined all issues wether they we're AW or not.... No surprises even after three years. -a-

Gone all apple... iPad1 can overheat if kept in direct sun, a real temporary issue. Battery, when used properly, lasts all day. I use it in my office all day long. My longest flights have been 4 hours, no real issues. You can plug it in as well. WingX sends updates often, improves each time. It is an incredible improvement over paper + you can add a weather receiver for a few bucks more. iPhone is another source of back up. Text, email, weather, flight planning, navigation and back up. Sorry for the one sided review. If you are concerned about price, the older iPads work well and are pretty low priced...so are the older iPhones. You can buy your wife an IPhone 4s for a couple hundred bucks, load your copy of WingX or other on it as well... She'll think your pretty cool and safer for having back up nav data. Better than giving her an old loran! WingX doesn't end at the border, but I don't see how far it goes either. They are easy enough to contact and ask though... Best regards, -a-

Paul, My drawings don't specifically point out a shuttle valve... A shuttle valve (typically) is a device that slides between Open and closed. But, I would expect from previous experience, that the shuttle valve is probably the valve that is used to perform the parking brake activity. See if that make sense? Hoping to be helpful, -a-

Craig, Thanks for sharing that unfortunate and tragic story. That sheds a light on the multifaceted challenges of moisture entering our fuel tanks. We continue to learn by communicating. MooneySpace is a wonderful tool. If you can, please send a kind thank you. Best regards, -a-

Jay, There is a specific procedure to follow according to the service manual for your plane. I know there is one for the Ovation anyway... Two dissimilar alternators and controllers on one engine. Do you have access to a service manual for your plane? Best regards, -a-

It appears that the large black rim is what is mostly missing? Ipad I like the large screen. The large black edges don't help any. I get a complete view of everything I need to know about IFR procedures. iphone I like the small screen. It fits in my pocket. And is a natural back-up to the iPad without additional cost(subscription). WingX and MooneySpace on all of your devices... Now how many GPSs do we have in a Mooney at one time? Can we get WingX on an Aspen? The prices are fair enough that having two devices is not outrageous... Indeed, we live in interesting times! Best regards, -a-

Craig, You are the man! Thanks again, -a-

Thanks Craig and everybody. I learn many life lessons here as well aviation ones... Best regards, -a-

Dave, I was at the iPad store the other day. The place was so full of people I couldn't find the mini... I'll wait for your pictures... Steve Jobs did very well.... -a-

That is the STC for the engine, how about the one for the prop as well? Or is there one STC for both the engine and Prop? Best regards, -a-

Scott, I saw your post after I dropped mine. Clearly, I didn't get it... Does the Cayman have an air cooled engine or air cooled is only for airplanes now? Best regards, -a-

Dp

Jorgen, Did you get new cylinders as well when you upgraded? The cooling fins are visibly different on the N. sheet metal changes go with that. I like the shorter take off distance. Compared to the lower HP and two blade prop of the Eagle, the Screamin package must be really nice. Best regards, -a-