Jeff_S

That is pretty nice looking, although I would prefer to just keep it on the right side if it could be approved like that. Something to explore...

Hey all, I am working with Tempest to get the set of 12 fine wire plugs for my IO-550-G that I picked up at the Mooney Summit. On the application chart, there are two models listed for this engine: -URHB32S and URHB36S I quizzed the Tempest guy as to the difference and which one to get. He said the difference is how hot they run, and since Conti engines tend to run hotter he suggested the 32S but that I should check with my A/P to be sure. So I've checked with both my A/Ps and neither one of them had a clue that there even was a difference, or which they would recommend. One of them suggested that he'd always want a hotter plug, while the other was noncommittal. So, open to the group...anybody who's put fine wires on the IO-550 or similar, do you remember which version you used or do you have any advice/recommendations? Thanks!

That's it...thanks! I didn't realize I was looking at a version of the TC that predated the G1000. I got the latest one...now I have to sift through CFR 14 part 23 and all those amendments!

Hey all, It's accepted knowledge that to get any changes to the G1000 systems (e.g. our WAAS upgrades, etc.) they have to be certified by both Garmin and Mooney. But I'm curious where the documentation is to support this. I've gone through the M20 Type Certificate and it makes no mention of the G1000. Is there something in the POH? Or elsewhere? My reason for asking is to further my ambition of removing the remaining spinning gyros in the plane. The most likely place to start is with the backup electrical AI, which could potentially expand to the backup ASI and altimeter as well. The Ultras are using the Mid-Continent device in lieu of this and it's pretty slick. But I'm researching how possible this is. At the Summit it was suggested I talk to Paul Kehner at Mooney and I will, but I know his answer will have to be somewhat diplomatic based on internal discussions. So I'm trying to learn just how this type of equipment is governed in our installation. Any thoughts appreciated...thanks! Jeff

I have a digital CO detector and I dutifully turn it on every flight in the winter and ignore it in the summer. But after Dan’s talk yesterday I turned it on just to experiment. On taxi, I was #4 for departure, all awaiting our IFR releases. Sure enough, my cockpit started getting that av-exhaust smell from the others in front of me in the conga line, and my CO monitor started ticking up...10, 20, 26, up to 28 PPM. I shifted to the right to get out of their immediate slipstream and that helped a touch, but it was a graphic example of how it can build up. Once in flight, it went down to 0 PPM so I’m good for now, but Dan’s talk shows the need to remain vigilant.

Hey all, Just got back from another fabulous Mooney Summit. Hats off to the leadership and all the speakers for making this a memorable and meaningful event. I can say that unlike most conferences you go to, there was not a “throw away” session in the bunch here. Every single talk and activity was of the highest caliber and provided useful information to make our flying more safe and enjoyable. And what fun to meet more Mooneyspace folks in person! My only real concern/question is, what the heck is in the rain in PCB?! We got rain overnight Saturday into Sunday, and when I got home this afternoon I noticed some deep rain spots in my paint that are not just on the surface. Photo attached...if you look around the access panel you’ll see my new spotted spotted coat. And that was AFTER trying to get them out with a vigorous rub of Wash-Wax-All. I ended up testing a small section with some Flitz to see if a buffing compound would help and it did, but that’s going to be a lot of work. Did anyone else who was down there see anything similar? Is there an acid rain problem in the Panhandle? I’ve never seen anything like this before, especially so suddenly.

I've always heard 28 gph for maximum FF, and mine exceeds that by just a bit. Here's a screen shot from a recent flight in Savvy Analysis, you can see the FF line in blue and the number is the last on the list...

Thanks for reminding me to pack a swimsuit. My question is, do we still get FAA Wings credit if we're playing hooky at the beach?! I'll be there tomorrow morning as well...see y'all soon!

David, quit whining! You have one of the absolute newest Mooneys in the fleet, and now you can get from Atlanta to Henderson in the flight levels at 200+ KTAS. For me, that's worth a heckuva lot more than having a touch screen! My quest now is to remove the last vestiges of gyroscopic equipment from the airplane, given that the S-TEC 55x is still driven by the electric turn coordinator hidden behind the panel. It would be a sweet deal if the new GFC600 could be certified with the G1000 as a replacement. I'm assuming the G5 could replace the backup AI. Well, a guy can dream, can't he?

No, the S-TEC 55x will not capture the derived VNAV from the G1000 except for the LPV approaches. This is because the LPV is simulating an actual ILS glideslope, and to capture it on the 55x you have to activate APR mode. So you have to use the vertical speed function of the 55x to manage your vertical path, but it's actually not that hard. It keeps you engaged with the flying stuff!

When you go to the filing page in FF it shows you exactly what route it’s filing. You can edit this right before you file if you like. It’s really quite easy and obvious. And as noted above, you get an immediate answer from FF that the flight was filed and usually a fast response from ATC with route confirmation or any change.

Opening the side window at >132 KIAS will cause a massive depressurization of the cabin, will suck the pilot's cheek up against the window and render the airplane unflyable! It would be an interesting discussion with the test engineers to determine how that threshold was defined. There is obviously a pressure difference between the inside and outside of the cabins, so perhaps this was set to prevent false readings from the pressure-sensitive instruments in the cockpit like altimeter, ASI, etc. I'm just guessing there...anybody else know the impacts?

The problem I always have shooting pics from my Mooney is reflection from the windows. I can never seem to get rid of the glare. If you slow to less than 132 KIAS and can shoot with the side window open that might work, but it limits what you can aim at.

Who else got the email from Frank Crawford re: the AD for the Ameri-King ELT problem? I'm curious how many Mooney's are affected, and how we find out? Is that the standard ELT in all non-406Mhz installations? I looked through my logs to see if the ELT was named during annual, but it's not. I guess I'll have to go to the airplane and check the POH or just open up the back panel and identify. Any other thoughts on this?

The back seat of an Ovation has plenty of room for two!

Yes, Rhinebck...that's what I was thinking of. I was also reminded today, while watching the Saints get clobbered, about the WWII museum in New Orleans. I haven't been but have heard it's quite good. Just another thought.

Not all museums are the same, but I hear your frustration. Thinking outside the box, you might consider the Boeing museum up in Seattle which has a great WWII section and is more interactive. Given the role of the Norden in the B-17 they might be interested. Or really outside the box, you could reach out to that airport in NY state (can’t remember the name) that specializes in living history for WWI planes. Granted, wrong era, but your emphasis on living history for these devices might appeal to them.

That Mike Busch article may be confusing as there are some elements to it that are truly targeting the Continentals. There are a few pinciples in it that apply to any engine, though. Namely, if the engine won't cold start, add fuel. If it won't hot start, too much fuel. But I agree with the reply above that says in the OP's case, perhaps it's time to have someone look at the engine. There could be some mechanical issues that will fix the problem. The IO-360 is usually pretty easy to start if configured correctly.

As noted in an earlier post, removing the 02 access door definitely improves Bluetooth reception for the remote-mounted GTX-345. It doesn't solve all the problems, though! I found out through experience that when you load up the baggage area and add a person to the right-side passenger seat, that attenuates the Bluetooth signal quite a bit and it becomes spotty again. We took my mother-in-law down to Florida for a week's sojourn and the Connext really had trouble syncing up with the iPad. Back to the Stratus 2 for iPad coverage...always good to have backups for your backups!

I also zoom the inset map periodically to see closest airports, traffic, etc. But it’s not as critical as zooming the MFD so count yourself lucky that it happened to your PFD and you can wait awhile on the fix!

I can’t see how that’s a native shot, without compositioning in Photoshop. The size of the eclipse image compared to the clouds and the other airplane is just not in perspective. To get the eclipse that large in the frame would require a strong telephoto lens, which would then distort the clouds and other plane (even if you could get them in the same shot...which is doubtful). So while it is a nice composition and great art, I call BS on it being a native image.

Thanks, there are so many little turf strips around, I’d never heard of that one. 1800’ of grass would normally be plenty for a J but there may have been some squirrelly winds that day. Sorry to hear about the incident...best of luck with reparations!

The TargetTrend description that I read about shows the white line so that's what I see. No green lines. Must be different definitions of TargetTrend.

What field?

The GTX-345R does a grand job of showing TargetTrend on a regular G1000. I have the WAAS upgrade to Mooney software version 0401.34 but I'm not sure if that's required to see TargetTrend, as I'm pretty sure it comes directly from the GTX-345. I wish I'd snapped a picture on my escape flight from Florida on Friday...the volume of traffic heading away from Hurricane Irma was impressive. My MFD was full of little black arrows, all pointing north!