kortopates

Awesome! I hope you're enjoying it as much as I did!

I know this has been a sore spot with you from prior post, but Garmin came out with their own safe taxi diagrams to provide what they thought was more comprehensive coverage and detail. This recent Garmin blog video explaining them might be of interest. https://www.garmin.com/en-US/blog/aviation/terminal-environment-safety-garmin-safetaxi/ FWIW, I am Jepp chart subscriber with GP and have never found them lacking. Oh, I just finally remembered your prior complaint was lack of frequencies on the Safe Taxi diagrams. Sorry, the video doesn't address that. I personally get the frequencies off the airport frequency page of GP or the GTN to get clearance, ATIS and taxi instructions before i start taxing and then go to the Safe-taxi diagrams for taxi navigation.

Tire talc to protect the new tubes in the new tires. Also check your air filters used in your vacuum system for when they were last replaced, at least 2 are used, one of the regulator and one at the end of the vacuum line. FWIF, Mooney specs a different grease for the wheel bearings (Aeroshell 5) than that spec'd for the gear (22)

You're still too low. You are at the bottom of TCM's range (assuming your FF is properly calibrated). Your TIT of 1400F is too high which is proof your FF is too low. To qualify that, in a modern POH a TIT of 1450 is max TIT limitation at full take-off power and you're too close at 1400F. It would be better to see your full power TITs closer to low 1300Fs. Your A&P should be targetting for a couple GPH higher at 25.2 to 25.7 GPH. To get it dialed in, you really need to take it up for a lap in the pattern, check the data and then re-adjust. You can't exactly get it to full MAP until you are accelerating down the runway and giving it a minute to climb at full power to 1000' agl will give you a minute of data for the FF to stabilize. What I do is measure it on the ground as close as I can get to full power without the cowling on and try to adjust by the how much I want to change it based on the actual in flight data, and then cowl it back up and take it for the test flight to check. Remember that unmetered fuel pump pressure for full power is just for reference to be in the ball park, Its metered fuel pressure and Fuel Flow that are primary for full power. And since you do have Fuel Flow that's really all you need for the high setting adjustment (as long as its shown to be accurate).

I said above in the first line that the Aeroshell multi-weight is 50% synthetic. Which is 50% PAO which has been shown to be unable to hold lead salts from 100LL in suspension, so they precipitate out in the form of a nasty sludge in your engine, propeller and governor. Mineral or Petroleum oil is much better at holding particulates in suspension than synthetic oil. Synthetic oil is a better lubricant with higher film strength, but the inability to hold particulate matter in suspension is its downfall so long as we are using leaded gasoline.

I was a UPS CNX480 owner as well when it first came out. It was a head of its time for GA but came with a more complicated interface then it needed to be. Can't say I miss flight plan "discontinuities' either. But Both GTN's have knobs too which can be mostly used in lieu of touch screen. I say mostly because I primarily use the knobs to dial in a frequency which I find faster than using the touch screen. But for navigation I tend to use the touch screen and don't know anything about these rumored challenges of using the touch screen in turbulence after a few years of usage. Its a new technique that anyone can pretty quickly adapt too using the side rail to hold your hand on the box and is much than the dial a letter a time technique we used before touch screens. But with Flight Stream flight plan transfer, most of us have lots of ways to update the flight plan very easily and quickly.

Eric, you really need to find yourself an A&P program and enroll. That's what I did, at a local community college that had both daytime and evening classes perfect for the working engineer by day. Then in about 2 1/2 years you'll be able to to do most of this stuff and maintain your Mooney. But in the first semester though, you'll be de-programmed to degree to learn as a practicing A&P you still won't be able to apply any of your engineering background. Generally, you have to become a Designated Engineering Representative (DER) which licenses you to be an engineer and develop "approved" data that an A&P can use. A licensed A&P is mandated to follow the methods and procedures approved by the Administrator and that is what you'll spend learning and practicing for the next couple of years of full time evening classes. But learning and following approved methods and procedures isn't such a bad thing though. And I'd bet you'd be as entertained as I was attending evenings classes. Its just a huge time sink since it's 4 out of 5 nights a week. Of course it really helps if you have such a school nearby.

Yep, your in for a huge treat with your new panel which will literally change the way you fly. If you are new to the technology; especially waas GPS and the 650, do yourself a big favor and find a CFII that is an expert in GPS and get some good instruction in how to use it with all the different RNAV GPS Approaches including navaid substitution. There is a lot more to it than just buttonology which will be the first hurdle. Sent from my iPhone using Tapatalk

Technically the aeroshell multi weight is the worst oil for our engines because it's 50% synthetic. Our engines do much better on 100% mineral oil like the Phillips x-ctry multi weight or a straight weight oil. The Phillips has no additive package so it needs Camguard added. Together they're the bets option we have. But those that want to skip the additive, then Exxon Elite is much better choice since it's only 25% synthetic with nearly identical additive package to the Aeroshell. Probably after we switch to unleaded fuel we'll see a re-introduction to purely synthetic aviation oils like Mobil 1 which was a distaster years ago because of our leaded fuel. But for now 100% mineral oil is preferred. Sent from my iPhone using Tapatalk

Iam guessing the Cherokee is fixed gear? Sent from my iPhone using Tapatalk

Yes, all correct, and I am a GP user, but was following Jim’s post recommendation above to get GP to take advantage of this functionality and he just might become a convert. It’s really good stuff but I don’t know about FF support for the DB streaming support. Sorry I can’t recall if you use GP but for others it does use a fast WIFI connection to stream data and then drops that and Bluetooth’s for the normal iPad functionality (gps position, TISB and FISb). Once everything is set up it reconnects automatically on future flights. Sent from my iPhone using Tapatalk

I agree going by the F model till you can verify on your own. But the most important factor will be if you still have the original 2 blade prop or not. The 3 blade props changes it substantially since they are a big air brake. Sent from my iPhone using Tapatalk

It the long run the FS 510 should save you $$ since you won’t need to pull the SD cards to reprogram with data every 28 days. All that removal and re-insertion leads to failure needing new cards and can occur in opportune times. I understand you only have one box to update compared to my 3, but if you think Bluetoothing the data across to your box is slow, just wait till you do them manually after you take them home or bring a laptop to the plane. It’s actually quite fast even with my 3 boxes. While you were doing all that card programming you could have been taxing to the run up area, copying clearance etc. while your iPad did it for you. Also with your soon to be GTX-345 (rather than 330) you won’t want the clutter of your portable Stratus 2 anymore nor the need for the second iPad connection (FS + stratus) since your FS 510 will replace both with a more reliable system; so you can sell it and recoup a few $. That backup AHRS you were planning to get from the FS210 will still be available through the GTX-345. So you’ll still have all your bases covered. And when your done you’ll have higher resale value on your avionics with the 345. Sent from my iPhone using Tapatalk

The FS 210 with the GTN series doesn't make any sense. Look into the FS 510,which is the right one for the GTN's, and about the same cost with no installation cost and does more!

Agreed, they almost always gain weight by being re-weighed. If that was the case, it would be advantageous from a useful load basis to go back and stick to arithmetic updates only. Of course re-weighing is always an option - probably not nearly as helpful though. Sent from my iPhone using Tapatalk

I don't really recommend doing the rating in the turbo. The full power to idle in the pwr off landings are really hard on it. I know one K owner whose turbo died prematurely after completing the rating. Of course could never prove working on the rating is what caused it. The other thing is this is a really quick easy rating to get in a school rental to learn the maneuvers. Then you can practice them in the Mooney afterwards. Absolutely, you want to keep proficient in doing pwr-off landings in the Mooney - you never know when you'll need that skill. You just don't want to do dozens of them practicing for the check ride. Sent from my iPhone using Tapatalk

Down grading after all these years?! Lol Sent from my iPhone using Tapatalk

What kind of equipment does it have? TKS? Or AC? Those kind of things will do it. Sent from my iPhone using Tapatalk

Very few were needed but there is no other way to get a couple of the rivets in with the structure for the electric gear blocking access up in front of the rail The guidance is in AC-43.13-1B Section 4-57. See paragraphs f(3) and (6) in particular. They are 1.5-2x stronger than the rivets they are replacing. But if you want Mooney's specific endorsement you should email Stacey at Mooney.

One fatality in a C model. No pax on board. http://www.kathrynsreport.com/2018/10/mooney-m20c-n9667m-fatal-accident.html?m=1 Sent from my iPhone using Tapatalk

Agreed, I thought Byron just mixed them up. It's the Mooney Hour Meter or Tach time that we use for maintenance that saves us money. The EI RPM tach unit is an excellent replacement for the Mooney OEM tach or Mooney hour meter but the EDM, Horizon tach or a Hobbs will all inflate your maintenance times and thus cost. A multitude of methods can be used to record pilot flight time for logging. I just write down start up and shutdown time off my watch. GPS can record both power up time and takeoff time - but power up time is closer to what we want for logging flight time. All my data goes into an Excel spreadsheet which makes it easy to track maintenance intervals etc Sent from my iPhone using Tapatalk

When you said that floor was green if that includes the floor bulb light on illuminating the green then that is primary for the gear down - not the panel light. Without a circuit issue both floor and panel are illuminated by the same circuit so if floor was illuminated then both should be. it could be as simple as the panel bulb. Did you press it to test the bulb? Of course none of this has anything to do necessarily with the relay or actuator breaker popping. But it may or may not be related. ( I also can't tell which model this refers from in Tapatalk unless you mention it) Sent from my iPhone using Tapatalk

Consider Baja this winter to pet the California Grey whales and land right by your hotel on the Sea of Cortez side at Mulege (or Loreto if you prefer) and then hop over to the Pacific side to land at San Ignacio dirt strip to pet the whales and then hop on back over to Mulege for the night. Although @MBDiagMan would also have a great time hitting many dirt strips in Baja in his tailwheel, the Mooney is the traveling machine to get you down there and back over a 3-4 day weekend; especially when it includes some winter weather that would keep the tailwheel at home!

We actually discussed it last week.

Over a year ago. Their new design is just like Tempest with an integral resistor which should make it easy to tell what kind they are. Sent from my iPhone using Tapatalk