kortopates

You can go into Configuration mode and re-calibrate the OBS for the GPS. Takes all of 3 min if you are comfortable doing it*. Otherwise your avionics installer that re-installed it can do it for your as he/she have done on installation. This is also something that is part of the pilot GPS pre-flight before every IFR flight - verify half left, half up and OBS and GPS agree on course. Essentially, it just has you turn the OBS to 150 deg and hit enter on the calibration page.

No, you’re right - I assumed you were in the air with low RPM and advancing throttle without first advancing mixture and prop. With low RPM on the ground and advancing throttle caused stumbling describes a mixture issue with the idle mixture adjustment. Check your idle mixture by reducing rpm to min idle speed of 700 Rpm while full rich - then slowly lean to idle cut off. You should see a RPM rise of 20 to 50 rpm. Any less it's too lean, while any more it's too rich. If it's too rich, you can get some relief by aggressive leaning but nothing you can do if too lean except till your A&P adjust the RSA idle mixture adjustment. Good luck, but I bet that's what it is! Sent from my iPhone using Tapatalk

Just responding to the complaint above - but I bet now that I’ve highlighted through the quote - I bet you readily now see the issue! If not, go back to your initial complex training. ALL power increase are done from right to left: mixture rich , prop forward, only then throttle. While ALL power reductions are done from left to right. So in a nutshell, you’re lugging the engine and of course it’s not going to run smooth. I am sure there is nothing wrong with respect to that issue. True, you can make small power changed directly with just MAP - but that doesn’t describe a small change. On the Mags, the speciality shop that IRANs mine charges me $375 for the 5yr/500 hr IRAN including typical parts but sometimes it can be worse. I’ve heard as much as $500 though - anyway a datapoint for your consideration but a Surefly is probably a great idea. Enjoy your new E! Sent from my iPhone using Tapatalk

Indeed, we are going backwards because the number of COVID cases is going up by every measure #, percentage of tested, hospital cases etc because in part people aren’t taking the basic precautions. Data shows wearing a mask helps reduce getting infected by aerosols by a factor of >3x. Let’s be smart about it. In the cockpit I’ve learned the surgical style flat mask or cloth don’t interfere with the mike and are best in protection for both you and person next to you whereas a respirator style mask interferes with the mike. Although an N95 respirator style provides the best protection to the wearer it still exhaust aerosols, so not as good for the person next to you unless you both wear them. Sent from my iPhone using Tapatalk

Sales closes on weekends, but once you are a subscriber and have a technical problem you truly do have 24/7 technical support. Nor is there a long line in a queue to get help. They really are there for you. But if you don't fly out of the US you really don't need Jepp.

Sent from my iPhone using Tapatalk

No its not, its located above your head behind one of the 2 speaker grills along with the Stall device and a third for your AP beeps you hear. If it's not working properly, its under $30 for the unit from any of the popular electronics outlets. The P2 Audio Advisory system is coming into your headsets. There are other similar options, but the P2 is the best of the bunch IMO in part because the English warning can't be missed and you won't have false annoying alarms.

Interesting and thanks for sharing. We were just discussing further above that a stabilized straight in may make it the most difficult approach to land gear up since without a strong head wind its may not be possible to maintain a stabilized 3 degree descent rate without pulling power below the level the throttle switch gear warning comes on one would need to be coming well above normal approach speed. Did your cross wind include a pretty good head wind, or where you coming pretty fast? or something else? But yes, the last gear down check on short final is critical and glad to hear it saved the day! Technology can also provide great insurance and I really appreciate my P2 Audio advisory system being my final backup from landing GU https://www.p2inc.com/audioadvisory.asp If the gear isn't down at 85 kts it tells me so in plain English.

Does the annunciator GD light still dim when the Nav lights are on and appear brighter when nav lights are off? Or only 1 brightness level?

Since you say correct part #, See Anthony's #2 above

Your Beech owner's friend could have bought a plane that he thought was a bargain on price, but had lots of deferred maintenance that the new owner is figuring out after purchase and spending a ton of time and money to correct and in the end could have saved money by looking for not the cheapest plane but one well maintained and in great shape. These kind of things have nothing to do with the particular brand and everything to do with how well taken care of they were before the person bought it. Just one of the reasons why a good PPI is so important.

Both Greg at Advanced and Craig at Command are great. Both are very good. But Craig would be my choice for tough engine specific issues. Sent from my iPhone using Tapatalk

After a "manufacturer" get approval for a type certificate like the M20 airframes, next they have to go through another arduous process to get a Production certificate see: https://www.faa.gov/aircraft/air_cert/production_approvals/prod_cert/ To get a Production certificate, they have to develop all their plans, processes, documentation, training plans, QA and testing and on and on for how they're going to produce airworthy parts in accordance with their approved type design. Then the manufacturing process of FAA Approved arts is supervised by the FAA no matter where in the world production is carried out.

Pecking order in capability IMHO is the Tiger -> C -> E Get the most airplane you can afford and hopefully you won't outgrow it right away.

Static wicks have always been optional equipment, at least since the J's. So purely an owner/operator choice. Don't think they've ever been standard equipment unless that has changed. My first Mooney had them and my second one didn't. After I got my second Mooney without them, I read up quite a bit trying to decide if I needed them - after all one the many 2 kt speed mods is just to remove them! (kidding). Everything I read suggested they we're only really helpful with old age long wave communications such as ADF and Loran and not likely ever to be beneficial with our VHF NAV/COM and even less with GPS. Although I read there were some very rare or unique atmospheric conditions that they could still be beneficial, at the time I decided that was highly unlikely. Now ~18 years later flying without them in all kinds of IMC with precipitation for hours on end and from low level to the flight levels I have yet to ever have a communications issue. I am now more convinced than ever their unnecessary with a modern panel. But I've gotten into many clients Mooney's and despite having quality modern radios had weak and static ridden radios.

Yes, the bulbs are easily replaced after the annunciator is removed and opened up. Be really careful of the connector on its rear. It can go on backwards or ups side down easily. An avionics tech once installed mine backwards and it’s fried about 8 diodes and more. The bulbs can be ordered from places like Mouser, Digi-key, Newark etc. Sent from my iPhone using Tapatalk

Be sure to check the fill portal - easy to verify and very common leak source. Gauge area is very rare since it isn't disturbed.

Was the bottle removed at last annual for a hydro? If so I would start there with the two connections. The HP connection uses a small o-ring. If not replaced (see logs) then that would be a likely cause.

I know we don't have a definitive count, but the separation incident that Bob recalled the factory repairing had to much earlier than the one we had MAPA PPP. But probably at least 3.

Brad, that was answered in the original thread, by Blue on Top - FAA requirement in the 80's to have a second exit. I haven't tried to find it but assume Part 23. Unlike the earlier models, I believe there was a retrofit kit to add them to earlier J's.

Yes indeed, we (Savvy) as well as RAM all recommend taking TCM's high number for the the spec FF and adding 0.5 to 1.0 GPH above that. so for example on the Encore we want to see 26.2 to 26.7 or about 26 1/2 right @ 39" with 2600 rpm. Even a little higher is okay, but really don't want to get carried away since we'll lose power going higher in FF and will feel the engine surge as it gets overly rich which isn't good either.

I certainly understand that Hank, the Vintage Mooney's without the emergency latch make it a tougher call, especially those that have added the mod to open from the inside but requires the door to be unlocked. But given the experiences I relayed above it still an easy decision for me since I really find it unrealistic to use that baggage door for emergency egress. I have near the identical situation you describe occur to me more than once before I replaced the door lock. In my case the worn out door lock had vibrated around to locked position in flight preventing us from opening the door. Each time we were able to get some one's attention to come over so we could hand them our keys through the side window and then they could unlock the door. But these days I think we're even better off because I can get on my cell and call some body even if its 911 or local police, but I doubt it would come to that. There is also the opportunity to get on the radio and call someone in the blind that may be monitoring or landed etc. I think there are still plenty of options for getting help rather than risking my baggage door doing a lot worse damage opening in flight.

Exactly right. I am still waiting to read the first report of any rescuer climbing in a baggage door to attempt to pull out a disabled occupant. About the only reason you would even attempt that would be because the front door was blocked by fire. nobody is going to climb if the bird is on fire. I've seen a # of Mooney wrecks and haven't seen sheet metal from the wing block the door from opening enough to egress - but of course anything is possible. But when professional rescuers arrive on the scene they're surely not going to use the baggage door and add any risk to a injured vertebrae, they are simply going to cut the roof off the plane, do what they can to support your neck and back and gently extract occupants without risking further injury. Any of us following the accidents has seen pictures of this repeatedly. On the other hand we've read about lots of baggage doors opening in flight that caused their own emergency and sadly worse. After the third such instance at Mooney PPP's many years ago, the policy of always locking the baggage door was adopted to prevent further instances. We haven't had any since. As we've discussed elsewhere, can't say conclusively how they can open in flight with it fully latched but I think the evidence thus far is that we have yet to hear about the first "locked" baggage door opening in flight - all have been unlocked to my knowledge.

750 rpm is too high, fuel pressure goes up quickly with rpm. if you got 15 psi at 750 it will be lower at 700, but you won't know how much till you check it. No noticeable rise at 700 while leaning to ICO is a problem. The log entry was referring to max FF of 31 - but using unmetered fuel pressure for max FF is wrong (see note 2 below table - its for reference only and 31 is on the low side!) - it has be metered fuel pressure. The mechanic obviously does have the right equipment to properly set up the fuel system. But if you have confidence in your FF being accurate, which it should be, then I'd personally prefer to set up max FF using your ships FF - TCM approves of this (see note 4 below). But not using unmetered pressure - especially on a turbo. Be careful not to change metered low pressure till you have the help to adjust all the fuel setup parameters - Idle at 700, low pressure idle metered pressure, idle mixture and metered max fuel pressure/max FF. Change the low end and it can effect the high end and vice versa, it an iterative process till its very small tweaks. Improper fuel system setup is the #1 anomaly I see new turbo owners have and often while they're trying to ferry the aircraft home after purchase. Unfortunately it can lead to high temps and partial power losses right at a time when a new owner has no idea what to expect of their unfamiliar engine. The best advice I can give for TCM engines is abort any takeoff when TIT exceeds 1450F on the takeoff run.

We all should be living with a healthy fear of a GU landing! We all struggle to catch our mistakes before they lead to GU incidents or worse. IMO Our best insurance is to do whatever it takes to ensure it will take a lot of successive mistakes before we fail to correct in time. Sent from my iPhone using Tapatalk