kortopates

Clarence, since you've isolated the issue to the GNS480 itself, I believe you're out of luck. These units aren't field repairable, their service model is limited to returning them to garmin for repair, nobody but Garmin has the necessary documentation. But its probably worthwhile having a Garmin dealer make sure the problem unit is properly configured before giving up. But its not hard to verify the configuration of the problem unit and configure your other known good unit as a proper test.

You might describe what you are using for a hot start technique. Do you have experience hot starting a prior FI Continental? They all start the same, but which is different from a Lycoming.

I can give you a great price on a used working one!

Are you suggesting the parameters you file in your ICAO flight plan determines what ADS-B traffic is received? This isn't true. What you recieve from ADS-B/R comes entirely based on the data packet your transponder is transmitting. Your transponder or UAT is sending out parameters that say if you can recieve ADB-IN on 1090 or 978. So what you put in to your ICAO flight plan is totally independent of that. As mentioned your ICAO flight plan info should be based on installed equipment, not portable equipment. Or am I misunderstanding your point?

The 252 and 231 have same HP, its the Encore with 10 more HP. I doubt the pilot factored in the 9' berm, since its 410' past the departure end of the runway. Wouldn't have been a factor if all was working properly. Total Distance from threshold to berm was 2363' which was enough distance to clear a 50' obstacle with 4 kt head wind, but with the calm winds he had, (per NTSB) the POH had a him a bit short of that but still sufficient to clear it if the plane was capable of making near book power - which it obviously wasn't.

It may not be your stall Piezo electric buzzer because the stall horn provides a continuous tone and you mentioned it was beeping above. You probably have 3 different ones up in the speaker area and the one that does beep or pulse is the one on the throttle switch - so perhaps that one? A third is used on BK AP installations but is also a continuous tone, except the AP puts out only beeps if the AP is controlling it - i.e. not a short.

Yuri's story, "The Viking Route", was widely disseminated back in (~2001) on Mooney list back when he wrote it. The only copy I recall him disseminating was well written with only a couple typo's; it didn't need much editing. Too long ago to remember now, but I don't recall a spouse being involved but a sister whom was retaining rights to the story and asked us not to further disseminate. It seemed like people came out of the woodwork to criticize him for his boldness after his fatal accident 6 months later off the coast of Oregon. Maybe they were right though since when he departed from Arcata CA to head back North for Port Angeles WA, he departed VFR with ceilings at 1500' to head up the coast off shore where he apparently figured he could simply fly under the ceiling all the way up the coast line. The NTSB report said it picked up radar returns presumed to be his aircraft following the coastline at variable altitudes below 1000'. I recall one poster back in the day that seemed he had some better wx info indicating strong winds could have been a factor. Maybe so, but Yuri had already made the trip down down from Renton WA to pick up his friend in Arcata, CA that morning, perhaps also following the coastline. Plus the final NTSB report told us winds were only 4 kts at 6pm in the vicinity of where the plane went down with a ceiling of 1900' . But I always thought the biggest hazard was that he didn't depart from Arcata till 4pm on a December day and it would soon be dark. They did manage to get about two-thirds of the way back up before the plane went down. The plane was never found but pieces of the gear washed up along with personal effects spread out over 30 miles of coast line. Yuri passed away at age 43 with 900 hrs per the NTSB. Before the accident I had thought people were critical largely from the way he introduced his Viking Route story. He began his story on a Memorial Day weekend, in New York, saying he had a conference to attend in Berlin in just a few days and didn't yet know how he would get there but flying his M20C was one of the options. Frankly, I thought this was just a bit of dramatics as he also discussed his own mortality recognizing if he did go down he realized it likely would not be survivable. Yet he could have been planning an Atlantic crossing for years and wondering if now would be the time. But who could not say flying an M20C across the Atlantic wasn't balsy to begin with? But I knew nothing of Yuri till reading his story. What I did find to be surprising is that I had no idea just how cheap, a Mooney CB'er could be! Not only did Yuri avoid buying costly Jepp charts for the crossing, he purchased very new for the era Garmin GPS 190 portable but with a European data base that also covered Iceland and Greenland. (i had the same with a US database), he already had an earlier GPS with a US database. Since the GPS databases at the time didn't have terrain info, he bought some old GNC and ONC charts to fill that gap. Rather light on flight planning information, he then scavenged for as much info as he could a leg at time for his next destination. He also departed on this trip with a known starter deficiency that would not allow him to hot start, not till after he returned from the trip and had time to repair the starter. I recall this made for some exciting starts while enroute. If that wasn't enough to drive home his CB reputation as well earned, when he did return back home, re-boxed his new GPS 190 and returned it for a full refund. For a relatively inexperienced pilot at the time, I found his story fascinating and was in awe. I still think if he hadn't tried to fly up the coastline in the dark he probably would have been ok; although not something I would do myself even in daylight (scud run).

I am mystified, that's maintenance, not really a pre-buy? Did the alternator fail going for the pre-buy? Before there was lots of evidence to the contrary, I was going to remark that it could have been left open by a ramp ferry. But that is a sad sight for sure.

Unfortunately, its only a general error message saying it doesn't have all the necessary data to create the ES data packet. A Garmin installer can run the GTX3X5 Install tool to quickly diagnose what is the real fault. But most commonly its the GPS position source data, but not always. If you just had the recent firmware update installed it could be a bad install of the firmware; but many possibilities.

Could be as simple as the GTX-345 came up before the GTN had a valid position due to blockage of the sky from perhaps a hangar. You’ll get the same message if you boot up in your hangar with out a clear view of the sky. Sent from my iPhone using Tapatalk

The GTX345 is not part of any XM solution. You’re looking at a XM receiver connected to your GPS with a FS to provide the connectivity - for an installed solution. The FS will pass the traffic and ADD-B and then you can toggle between Wx sources on your iPad. But there is no problem with your iPad connected to 2 Bluetooth devices. I do this normally. I connect to my FS510 and my GTX345 for backup ADHRS in case I was to loose the G500. Sent from my iPhone using Tapatalk

These days a WX-500 is the only way to go. You'll be able to get it displayed on your GTN and Aspen Sent from my iPhone using Tapatalk

That's got to be broker mistake! But it sure makes you loose confidence in the correctness of the rest of the listing. First G500 in an olded J-Bar F that I have seen. But its lack of shoulder belts would keep me out of it till that was fixed! All that $ on upgrades and no shoulder belts is nuts!

Indeed you were thinking of Royco 782 MIL-PRF-83282, which is still compatible with 5606 systems , and which is a synthetic superior to 5606 since it will not congeal over time and fireproof. https://www.aircraftspruce.com/catalog/lgpages/anderolr782hf.php I don't believe we ever needed permission from Mooney to use it, since the mil standard identifies it as compatible with 5606 brake systems, but recently Mooney did issue a SB saying they approved of its use. I've been using it for years.

Yep, just completed my annual and just did this. But note a Mooney SB cuts down the required torque substantially - I don't want to recall the amount incorrectly, but see the Mooney SB list for the proper torque - but I recall it being almost half of what my SM said originally. BTW, I don't do it every annual, about every other to make sure this isn't adding any slop.

Although I have been meticulous about keeping weight down, mine is 1127 lbs with a full glass panel (G500, Dual GTN's, and much much more) and 115 cu ft 02. Although I have yet to find one as good as mine though

The conversion increased max gross by 230lbs, and the net gain in useful load will go up by almost all of that since its puts on very little weight, certainly well over 200 lbs and probably 220-225 lbs.

I can't even understand why your avionics installer even suggested going to electric at this time would be helpful. There is absolutely no argument to be made that it would involve any less work to install electric now versus later. Properly maintained pneumatic speed brakes work very reliably. Although mine hardly ever get used beyond the run-up to check that they deploy properly, all speed brakes do require maintenance from time to time and frankly the pneumatic are the least maintenance intensive of the bunch due to their simplicity. Today there only weak spot is the rubber vacuum canister under the rear seat. When this no longer holds vacuum, they aren't currently replaceable. Brittian was making a replacement, but they are out of business again. Otherwise the cables and outer conduit, as well as springs are available from Precise. Its primarily the outer conduit that houses the cable that becomes brittle and cracks resulting in sticking speed brakes. These have to be periodically changed out. Other than that, the only PIA is changing out a bearing in the speed brake itself since the brakes are riveted together around the bearing but still repairable. But besides the expense of going electric, there is another significant downside. When I inquired with Precise some years ago, they told me the new cartridges don't install in the wings the same way as the old ones and that a significant amount of sheet metal work would need to be done to the wing, top and bottom. Being very concerned about aesthetics I'll push this job off as long as possible. Maybe someone that has done the conversion can speak to the sheet metal work.

Indeed, like most questions asked here, the answer is in the POH. We had another pilot ask this very same thing just a couple of weeks ago too. I hope pilots get the hint how important it is to familiarize themselves with their respective POH; especially the Limitations section.

Nothing unusual about this, nothing to be upset about (unless your truss is dented but probably not), but maybe I've just been flying a long time because I've seen this all the time. FBO's move AC all the time when its their ramp and its not reserved parking spaces. As Anthony said, the question to ask is where can you park it so that it won't be moved? That's always my first question to avoid it being towed.

They may not have given you any grief, but your example is precisely what requesting the "option" is for. See AIM 4-3-22. It is beneficial for exactly this kind of "training situation in that neither the student pilot nor examinee would know what maneuver would be accomplished. The pilot should make a request for this procedure (Option Approach) passing the final approach fix inbound on an instrument approach or entering downwind for the VFR pattern."

Needed to accommodate the brakes torque plates. No difference in weight though. So otherwise identical. Sent from my iPhone using Tapatalk

Don’t forget the expensive master cylinders and gear spindles - if go for it. The drawings should be available from any MSC. They are large foldouts - like the electrical schematics. Sent from my iPhone using Tapatalk

FTR, fuel leaking anywhere is unacceptable; except for minor wing tank seeps. Sent from my iPhone using Tapatalk