Jeff_S

It's a lot of fun...both other Mooneys (myself and one other) are participants here on Mooneyspace. It will be only my second race so I'm still just figuring out how hard to push the engine, but it's a rush when you're speeding along at 1000' AGL and the airspeed tape is in the yellow and the wind is rushing by the cockpit. Tony, hope to see you there!

Yes, nose gear doors do accumulate some oil, so what you are seeing is most probably nothing serious. If you want to get rid of it, one way is to install an air-oil separator such as that provided by Air Wolf or M20. I think you can find them both on Aircraft Spruce. I had one of these on my prior J and it did a really good job of keeping oil off the belly. However, there are differing opinions on whether or not these are really a good idea, with at least one prominent expert (Mike Busch) claiming they are actually harmful to your engine. So you have to decide how important it is to you and who you want to believe. But from my experience anyway, they do work as advertised.

I find this highly suspect. The radical changes that would be required to the M20 series as suggested would take a lot of time and energy away from the development of the M10s. Methinks someone is about six months too early for an April Fools joke.

So the movie "Full Metal Jacket" got it right, eh?

Just to close the loop on this, it turns out there is a known, but very rare, glitch in the software that can cause the transponder to lose its configuration. It's a simple step to reload the config settings but it has to be done by a Garmin service center (or at least someone who knows how to config the software properly). There was nothing wrong with the connections or anything like that. So it was an easy fix and not too expensive...and the likelihood of it happening again is just as rare. Oh well, one more thing to watch out for. But now I've developed my flight strategies if it happens again...I've got the PDK Tower and Atlanta TRACON phone numbers in my contacts list so I can call them quickly if I need a no-transponder clearance!

Au contraire mon ami. The 55X is incredibly cabable of glide slope coupling with an LPV approach because I did this regularly with my GNS480/STEC 55 set up in the J model. The issue is that Mooney and Garmin haven't collaborated to test and file the paperwork to permit this via the STC for the Mooneys. That is the big work effort which has been described ad nauseum on in a different thread. Technically it's all very doable and easy...just need Mooney to get with the program and make it happen.

Well, I will take a crack at reseating the cards to see if that helps. Yes, I have the GTX33 at the moment. If there is something wrong with the transponder card, I'll see about upgrading to the ES, although since I am currently non-WAAS this won't have much benefit. It may not even work yet in my installation. Hopefully it won't come close to any of that.

Hi Mark. Is the transponder LRU clearly marked? I assume it's in the avionics bay in the back, right, and not behind the GDUs? I thought of trying this while I was at the plane but didn't want it to make things worse by getting it wrong.

Hey all. I went out this morning for some air work and never made it off the ground because I was getting a XPDR FAIL alert and the red X in the transponder box on the PFD. I tried all the standard troubleshooting stuff, pulled the circuit breaker, etc. Even talked to Garmin's AOG service and they said it would require a technician to look at. Anybody ever had a similar issue with a G1000 transponder? I'm looking for troubleshooting ideas. Thanks!

I sat in some early Ovations with steam gauge and some that had been converted with newer GTN/G500, etc., and the overall panel is definitely taller. I'm not saying you couldn't get used to it, but my wife definitely preferred the lower panel in the G1000 so that was also a significant determinant in my decision.

Well, as someone who recently moved into a G1000 pre-WAAS Ovation I can give you my feedback. Of course, if you've got the moolah, buy something 2008 or newer and you'll have WAAS. If not, there is a legitimate question about what the upgrade path will be, but I choose to feel confident that there will be a path that is effective and reasonably priced. In private enterprise, someone always steps in to fill a gap. That said, what I get by flying around in my current non-WAAS is a really nice system with these benefits: 1) Only one set of databases to buy each year and easy monthly updates. 2) Integrated panel that is easy to navigate (after a learning process). 3) A "low rise" panel that is a good 2" shorter than the DX or steam gauge models, which makes forward visibility far superior in my view (pun intended). 4) If you get Synthetic Vision, you get the way cool "flight path marker" which makes instrument approaches ridiculously simple. Just put the green circle on the end of the runway and fly to minimums keeping it there. As long as you break out correctly, you can't miss. 5) I've been told that the GFC700 A/P is "da bomb" and it may be, but the S-TEC 55X is still plenty good, and does most, if not all, of things a GA pilot will need. So I would tell you to not be afraid of an earlier non-WAAS G1000 plane if its other characteristics suit you well. But it is admittedly a risk you have to be willing to take.

Yes, it was nothing more than the connector that needed some tightening up and cleaning out. Glad to know there is at least something that's an easy fix on an airplane!

Hi Russ, Unfortunately, Tom Bowen wasn't able to make it, but we talked a lot about it with both Jared and Jerry. David (aka Deb) had most of the discussions, but I'll share what we found out. He can fill in the blanks or correct me where I got it wrong. Notwithstanding the conflicting stories (where Jerry was non-committal, but Jared...who got his info from Tom...was more definite) here is where things stand: 1) There is already a technical path to upgrade the systems to WAAS. This seems to be decided upon and even tested out, and requires swapping out antennas and some other components. The hold-up here is that Mooney is working with Garmin to try to bring the cost down. Note that this is NOT the full WAAS/GFC700 upgrade which some folks did a few years ago. This is just to upgrade the GPS systems to support WAAS. 2) Once the WAAS capability is added, then it's merely swapping out the GTX33S transponder for an -ES model (I think I got those labels right) to add ADS-B "Out". ADS-B "In" is a longer story, and one that seems to require Garmin getting off their butts and certifying the GDL-88 for the G1000, which supposedly isn't going to happen until 2017. 3) Finally, the S-TEC 55X compatibility with the WAAS system, and that is where the differences arose between what Jared/Tom said and what Jerry said. According to Jared/Tom, they have the project equipment identified and the project is supposed to start now in January next year. They expect it to take a couple of months. So if #3 above holds true, and Mooney/Garmin can come to some resolution for #1, then by 2nd Quarter of next year we should have some solution that gets us the bulk of what we want. Beyond this, I know Dave is taking a much more active part in harassing the factory and trying to get some answers, and there may come a time when we all have to band together and force the issue a bit. We shall see...

Hey all, I'm stirring this topic up because I recently started having similar problems with my MP readouts. I was climbing to 7000' yesterday en-route home to Atlanta and was tickled to see 32" MP. I didn't realize my Ovation had evolved into an Acclaim all on its own! <smile> Then after a few minutes the MP started coming down, which gave my heart a bit of a flutter until it stablized at a reasonable 24.5" and from that point on the readings seemed normal. I went out to the plane this morning and did a power-off test, and the MP started out about right at 28.5" and then climbed to 30.9" before stopping. I didn't try a powered on test. So from what I read above, first step is to check and clean the contacts. My question is, is this something that my normal A/P can do or does it require someone who knows G1000-specific stuff? Any thougts are appreciated. Jeff

Thanks Tascher. PM sent...want to know how to get those Rosens because I couldn't find them.

I can't see those damn numbers anyway so I think I'll pass. Besides, I wouldn't pay attention to them anyway, as I just fly WOT and LOP just about all the time. When I do try to follow those numbers, it seems to get the CHTs much higher than I would like. What I really wish is that Rosen would come out with some visors for the Long Bodies like they have for the J. I loved those things on my J...they could articulate out and were big enough to actually be helpful. I find the dinky stock visors to be pretty useless.

I feel like a total wuss compared to you guys...but on the other hand, I've never soiled my undies nor had to repaint the leading edges of my wings. Since I seldom fly myself "if I have to get there" I tend to be conservative. Plus, with all the weather on board these days (and my pilot tenure is short enough that I've always had NEXRAD) it's much easier to stay out of the bad stuff. But there was a trip coming home earlier this summer from Huntsville (see my photo of the Atlas V rocket in that recent thread) that taught me some lessons. There was a t-storm buildup that was slowly working its way from northwest Georgia toward Atlanta, but I calculated that if I stayed north and then east of it it would blow through and conditions on the backside would be fine. But once in the air and talking to ATC, they suggested if I flew down the west side of it I could then cut across the city and get into PDK that way. So I said "okay," and they were right...but just barely. As I finally made my turn eastward and started screaming in over Dobbins AFB, I was flying through the edges of some heavy precip and gusts (although still in VMC) and when I got to PDK the wind was announced 340 degrees 15G25, and they were still landing on the 21s! Based on my request they switched the runways for everyone and I was able to circle and land on 3R, and got to the hangar right as the sky started to empty. Sure enough, 10 minutes later the storm had cleared and conditions were great. So if I had listened to myself rather than ATC's weather routing, I would never have had any excitement. But I guess I might not have learned as much, either. Funny how that works.

What's even cooler is to get up close and personal with one of these bad boys and really see the level of engineering that went into their design and success. If you're ever in Huntsville AL you should go to the NASA rocket center and see what it's all about. From the amazingly dinky Redstone rocket to the massive Saturn V, it's quite something to realize that all that innovation occurred within just 10 years. We sort of take these things for granted, but I find that when I get up close and personal with any feat of massive engineering such as this I am in awe of the power of the human mind. (Heck, even a jet engine gives me goose bumps.)

Density altitude is not a factor for breathing O2. The reason being, once you have breathed in the air, your lungs instantaneously transform the molecules to body temperature (whether they started out hotter or colder) so the only thing that matters is the pressure altitude. And so as not to sound like a total know-it-all, I had the same question myself not long ago so I Googled it and found a few reputable sources that gave me that info.

Interesting point. As a scuba dive master I've been well aware of the danger of flying soon after diving, but didn't think about someone getting the bends just from altitude alone. While not an issue for non-pressurized planes, I suppose the bends could be an issue in a sudden decompression scenario as well. Here's an interesting tidbit along those same lines. The difference between cabin pressure in an airliner at cruise altitudes vs. normal air pressure at or about sea level is the equivalent of being 8 feet underwater. I know this because my brother (the idiot) decided to activate my new dive computer one time while we were enroute to Cozumel, and when we landed it was showing that we were 8 feet under water! After some worry about not being able to reset it (internal battery only) we were relieved when some internal algorithm decided that these idiots couldn't possibly have stayed in the water for 12 hours so it shut itself off.

Someone above mentioned that the physical sensation you feel when breath holding is actually build-up of CO2 rather than a lack of oxygen. I was reminded of a passage I recently read in the book "The Martian" which I highly recommend by the way (movie comes out Oct. 2). The lead character is discussing what he would do if he got to the point where his final rescue went Tango Uniform and he knew there were no more chances. He described that he wouldn't just sit there and wait for the inevitable, but rather he would adjust his gas mixture to almost pure nitrogen (as I recall) and just breath his way to sleep peacefully, since the nitrogen breathing would still allow the CO2 to expel and he wouldn't feel a struggle. Not sure why I just decided to share that somewhat morbid thought, but there it is.

It is true that the belly is mostly one piece, although not entirely (and I can't think of any strakes down there). There are a couple of other panels closer up toward the firewall that provide access to things. But you're right that it doesn't have multiple skins all screwed into the supporting structure.

I bought my Ovation after a gear-up. They did replace the affected parts with all new from Mooney, but it was just skins and belly panels, transponder antenna, etc. Nothing structural with the plane at all.

Geez, Dave, I wish you wouldn't sugar coat things. Tell us how you really feel!

That's a bit interesting, as usually Hobbs shows more time than engine time. But sometimes they have RPM thresholds that are programmed into the tach so that it doesn't start ticking, or at least not at 100%, until a certain level. I'm not sure if/how these Mooneys are set up for that.