kortopates

Pretty nice, What kind of switches are they? Are they circuit breaker switches too?

Not nearly as an unwelcome surprise to those pilots that simply ignore their POH weight and balance limits. In other words, the one that if they do a Weight and balance calculation use random internet data (not their planes) or those that load up there Mooney's with 5 pax or other gross deviations like a 4 people on board with 20 gal and beyond the forward aft limit. The NTSB records have lots of such examples of pilots ignoring their airframe limits, such as the 3 examples I listed. But I am still waiting to read about the first report of an aircraft official/legal weight and balance record being so wrong by either computation or weighing that it attributed in any way a mishap. I believe the record shows Pilots are quite capable of doing that all by themselves without any such help! If there is any such data to the contrary I would sure like to hear about it.

Don't know about BSA but the STC holder was out sick for some time but is around here and goes by @Gagarin .

Well @philiplane must be busy! Its been another weekend and another gear up incident. This one with the rare M20G in Ohio. Registration shows a long -time owner of 25 years. Goes to show it can happen regardless of how much Mooney experience - assuming the pilot involved was the owner.

They just opened the restaurant last Wednesday the 17th. I have yet to return since they shut down for the pandemic as well. But the fee has gone up to $35! Buit as a unique nearby get away its quite fun place to visit in summer. Personally IMO its just as hazardous as it always was with the hump in the middle that has contributed to so many accidents from pilots landing long or not not getting airborne by the hump. Just after re-opening one of our Club Bonanza's went off the end totaling it, but its first such accident that didn't have injuries! (The prior common 1/4" potholes that kept so many people away never concerned me, but my Mooney is no stranger to dirt fields either. )

The same folks you're very familiar with for all things nav data - Jepp. If you call them, I am pretty sure you can get a one time update, also known as a trip kit. You can get coverage for as little as the West Central US. I suspect you'll also need a Jepp Skybound writer to update the data card. You'll need to ask about that. Sent from my iPhone using Tapatalk

The FS update is in conjunction with the Navigator update - such as the GTNs ver 6.7 I cited above. Only Garmin dealers can download the software and run the updater s/w. The patch is free but you'll probably pay for shop labor to do the update. After the update, typically your navigator AFMS need to be refreshed in your POH with the newer version as well. That is something you can download and do yourself.

You never will get over the lack of frequency's on the Safe Taxi diagram! (i remember)

Yep, like everything else - there is software on it. The current version is 2.6 for the FS-510 - bring up your Connext menu on your GTN to see what you have. The FS update was included in the GTN 6.70 update end of Feb 2020.

Your IPC will also tell you what you (should) have. Just out of curiosity, the title of the thread is "1979 M20K 231", but under your information besides location you list a M20TN? (I was initially confused by what model you're referring too.)

AVGAS <> 100LL, Avgas weighed ~6 lbs/Gal, but Avgas is no longer and 100LL weighs less and why modern Mooney POH's now say to use 5.82lbs/gal for 100LL But be careful, Mooney still uses or assumes the AVGAS weight in their documentation including the TCDS and POH when specifying unusable fuel weight. They only clarify with a note that says use 5.83 Lb/Gal with 100LL but otherwise pretty much uses or assumes 6lb/gal when they give weight numbers for fuel in both POH & TCDS. Of course such details are only of importance to owners/pilots wanting to get as much legal useful load as possible out of their airframes.

Chris, Thanks for the clarification. Being WiFi really changes things. And you're saying GP doesn't support Lynx in any capacity? Bummer! but not real surprising either.

Personally for me, I find the GP interface much simpler. As mentioned, it helpful that it follows their GTN navigator interfaces. It doesn't have by any stretch all the whistles FF has but its simpler interface makes it much easier to find the important stuff and not nearly as complicated as FF. IMO it has almost all the important stuff, but is missing good support for TEC routes which is important in my neighborhood. Anyway, ask questions here, we seem to have enough GP users to help you out.

That setup is a perfect match for the Whelen Orion 500 LED rear tail light/strobe for the 231's that don't have the wingtip rear white position lights. Plus won't have to pull any new wires except for possibly an optional sync wire. With the wing strobes enclosed in the wingtips, it's impossible to get the required 360 coverage without the 3rd strobe on the tail.

Chris, Tom showed the auto-connect settings above - which solves that. On the Interesting, are you sure Lynx doesn't offer a automatic re-connect option when you bring up its Blue-tooth settings; like what all the Garmin Navigators support for the bluetooth via the Connext menu? With automatic bluetooth reconnect set, I rarely ever have to manually re-connect, it always automatically reconnects to all my clients equipment (unless there are are already 2 other connected devices (which is the limit without changing the compatibility mode setting). The very rare occasion it doesn't re-connect, I have to forget the old setting on my iPad and reconnect for the first time - then it good for a long time. But it requires setting the automatic re-connect setting on the Navigator (for FS-510, FS-210 or GTX-345). I don't recall the setting to re-connect natively to my 345 (like I assume you connect to your Lynx without going through the Navigator Connext menu) but it always reconnects to it as well (its my backup connection to give me access to the 345 ADHRS in case I lose my G500 ADHRS).

Yes, select FIS-B After the flight, on the ground with an internet connection it will go back to displaying data from the internet but will also go back to FIS-B in when you connect to your panel.

I would assume you have the white nav light at the rear of the each wing tip with the enclosed Nav/strobe/Recognition lights in the wing tip. With that setup, you don't need a rear white tail light. But you would need a tail strobe with the lights in the enclosed wing tips. I don't believe Mooney ever used a combination light in the tail. Mooney's without the enclosed wingtip lights had a white tail light. A proper installation of the dual tail lights requires running an extra wire back to the tail for new light - which was the nav light for my 252. Its optional whether you want to run an extra wire or re-use an unused wire back to the tail and wing tips to sync the strobes between all three strobes.

It sounds like on your iPad, for your map overlays, you had weather products selected but from internet sources. Assuming you have Ads-B In the air, you just need to select ADS-B weather sources. If I recall properly, on the ground those AdsB weather sources will default back to internet automatically.

Garmin gives you their card writer with the purchase of the GTN's - so I've never had a reason not to use one of the two I have. Till I had the FS-510 - now I don't spend any time messing with updating cards since its automatic. With the old GNS cards, which where more $ and proprietary, they only failed when you removed them to re-program or re-inserted them - always right before a flight. Frustrating. The touchless FS updating eliminates that besides giving your iPad connectivity to the units for exchanging flight plan data as well as uploading database updates.

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.

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