kortopates

Look at the bottom of the page @Skates97 provided - it shows the available (optional) interfaces - pitot/static system, OAT probe and audio panel only. It also has a schematic of sorts for aircraft installation. Nothing on GPS but for this price point I wouldn't expect it to.

Absolutely true. But the accident record shows us that the vast majority of pilots never practice or maintain any partial panel currency since we continue to have partial panel fatalities when their vacuum pumps fails in IMC. We just had one a couple years ago when an ATP rated pilot lost control from VFR on top when he tried to descend through a layer below him. IIRC The radar track showed the Bonanza didn't even get as far as 2000' in the descent IMC before the plane became over stressed and broke up in flight killing everyone on board. This just shows us that average pilot needs a backup attitude indicator to survive such a failure in IMC. Luckily most failures are in VMC. Very sad since this should be a non event for every instrument pilot on check ride day but few ever practice partial panel without an IPC.

ouch! especially the shipping charge!! But i know how easily the shoulder straps disconnects without them - constantly, making them unreliable when you need to count on them in my experience. This would make me feel very exposed without them and well worth the money for peace of mind. Still that shipping charge is crazy besides the 4 plastic grommets!!

This is really only relevant in IMC conditions since we don't need an attitude indicator in VMC conditions. Would you really want to use an ipad app for attitude IMC? Although I can understand as a last resort in an emergency, I certainly would not want that to be my planned backup/outcome. Not with lots of certified panel options to choose from.

SBM20-263, attached below, shows you what you need and how to install. LASAR or your favorite MSC should be able to get them for you, but LASAR's web site is currently saying unavailable - hope that just means they have to come from the factory but you'll have to make some inquiries. The SB also list the source vendor if it comes to that. sbm20-263 Seat Belt Grommet.pdf

I guess the only good news is that they're not reporting any fatalities - just "The conditions of the pilot and passenger have not been released yet": http://kgmi.com/news/007700-plane-carrying-2-goes-down-in-san-juans/ Also here are the last 18 hrs of metars for nearby Friday Harbor Island which cover last night. KFHR 031453Z AUTO 00000KT 6SM HZ OVC033 14/11 A3008 RMK AO2 SLP185 T01440111 53008 TSNO KFHR 031353Z AUTO 00000KT 5SM BR OVC033 13/11 A3007 RMK AO2 SLP183 T01330111 TSNO KFHR 031253Z AUTO 23006KT 3SM BR SCT031 13/11 A3006 RMK AO2 SLP178 T01280106 TSNO KFHR 031153Z AUTO 25007KT 5SM BR CLR 12/11 A3005 RMK AO2 SLP177 T01220106 10139 20122 53001 TSNO KFHR 031053Z AUTO VRB04KT 6SM HZ FEW041 13/10 A3005 RMK AO2 SLP177 T01280100 TSNO KFHR 030953Z AUTO 21003KT 8SM BKN039 13/10 A3005 RMK AO2 SLP174 T01280100 TSNO KFHR 030853Z AUTO 00000KT 10SM OVC036 14/11 A3005 RMK AO2 SLP176 T01390106 50002 TSNO KFHR 030753Z AUTO 00000KT 10SM OVC035 14/11 A3005 RMK AO2 SLP177 T01390106 402110128 TSNO KFHR 030653Z AUTO 22004KT 7SM BKN035 OVC045 13/11 A3005 RMK AO2 SLP175 T01330106 TSNO KFHR 030553Z AUTO 23006KT 7SM OVC031 14/11 A3004 RMK AO2 SLP174 T01390106 10200 20139 50000 TSNO KFHR 030453Z AUTO 23006KT 8SM BKN043 OVC050 16/11 A3005 RMK AO2 SLP175 T01560106 TSNO KFHR 030353Z AUTO 22006KT 8SM OVC042 16/11 A3004 RMK AO2 SLP173 T01610106 TSNO KFHR 030253Z AUTO 22004KT 7SM OVC043 17/11 A3004 RMK AO2 SLP174 T01720111 58005 TSNO KFHR 030153Z AUTO 22007KT 7SM OVC043 18/11 A3005 RMK AO2 SLP176 T01780111 TSNO KFHR 030053Z AUTO 22007KT 7SM OVC043 18/12 A3005 RMK AO2 SLP177 T01780117 TSNO KFHR 022353Z AUTO 20010KT 7SM SCT035 OVC046 20/12 A3006 RMK AO2 SLP178 T02000117 10211 20167 58005 TSNO KFHR 022253Z AUTO 20008KT 7SM OVC043 19/12 A3007 RMK AO2 SLP182 T01940117 TSNO

I am sure a Garmin authorized installer/dealer can get you straightened out and paper work filed in short order. Hopefully there is one nearby to you. After all, you want a relationship with one anyway since if you want to get keep it's firmware up to date or should you have an issue that requires service, you'll soon discover only a Garmin dealer can help you. Don't get too frustrated, your far from the first, more like the millionth new owner to be learning that although you may own the aircraft the regs are very strict about what you can and can not do to it when it comes to certified aircraft. We've all been there as new owners.

Ah, if Garmin says you need to get one from one their dealers, that goes back to their rule that only an authorized Garmin dealer is able to install their avionics in certified airplanes. (Only experimental installs and allowed to be installed without a authorized dealer.) So its sounding like your sin is trying to bypass installation by an authorized Garmin dealer? Bummer Joe, but that's always been the case AFAIK.

I have no idea what Garmin would charge for their STC for used avionics, but the orginal STC is not transferable and one for your plane must be obtained from the owner of the STC (if you really need it). Since Garmin owns it and can issue you a new one, I would call them. A 337 is generally always filed for avionics installs even though some installs can be considered a minor mod. But typically a GPS interfaces with an autopilot, and other instruments making it more than a minor. The 337 is what references the STC. With the STC it bypasses the local FSDO and just needs signoff from your IA before being sent to OKC. But without an STC you need field approval from your local FSDO. I have no idea if a field approval 337 is a possibility without a STC - but that may be another option. But if the Fargo FSDO is the one the telling you that you need the proper paperwork they should be able to give you your options. But getting the STC from Garmin would be the cleanest approach.

where are your EGTs?

We see significant amount of variation in max FF, and you're not taking off from sea level either. KPOC is 1014' which reduces your MAP by a full 1". You're good. As I said above, I wouldn't be the slightest bit concerned with those EGTs.

You're fine if you're seeing that (1200-1300) range at sea level and 2700 rpm. Cruise EGT isn't even related since you're leaning to that; it's more of function of your % power (8.5 GPH isn't that high either).

I wouldn't jump to the conclusion that the adapter has to come off though. It looks like two bolts have to come off securing the bracket and adapter but without pulling the adapter.I haven't had to get at the rear bracket before, but I have pulled the entire cover off that holds the front bracket to reseal it with silk thread and sealant before - all in situ. Its a common oil leak. Which is not easy given the clearances. Anyway, just suggesting it may not need to be so drastic to get too. But even without pulling the adapter, one might need to pull the right mags as well to get to the starter adapter bottom bolt that holds the bottom bracket.. If the adapter does have to come out anyway, besides mags, it also requires pulling the intercooler, starter and vacuum pump which is why I would trying for the less drastic option first if at all possible. Good luck.

We can also get a good sense of how rich your mixture is by EGTs (especially TIT with Turbos). Chris @Marauder EGTs are all right where they should be from mid 1200 to mid 1300s'. I get concerned when I see them above 1400F full power and full rich. CHTs are too influenced by airflow to trust them as a proxy for mixture.

It does happen to folks learning how to do it by going to slow or to fast an RPM. My suggestion, less than 1000rpm, do it as quick as you can to show yourself you'll avoid backfire. Then slow it down progressively just enough you can feel the engine dying. Thats all you need. Its only on Off for a fraction of a second. Sent from my iPhone using Tapatalk

Good question Lance. Since the museum was the idea of the past CEO Jerry Chen, I suspect the concept may have lost its sponsor. Sent from my iPhone using Tapatalk

Great catch - but check out the Gatts Jar for the serious sumping our Mooneys deseve. Those little beakers are much too little for the sample size we should be taking when we have been parked out in the the rain away from home and many have missed a full beaker of water. Plus the Gatts Jar has a millipore like filter to allow returning the sample back to the tank while still holding any water which solves the disposal issue. http://m.aircraftspruce.com/catalog/appages/gatsfueljar.php?gclid=CjwKCAjw7vraBRBbEiwA4WBOn54mtyhXT8omuOsTEwWMmzDdvXjpvVzuZV8FhCGt6FLdYwQGU9RLzRoCfp4QAvD_BwE Sent from my iPhone using Tapatalk

Thanks Clatence for pointing out my typo - that should have been ungrounded rather than grounded when we move to Off quickly to test. When a p-lead breaks (or perhaps switch contacts are failing) it prevents grounding the mag in the Off position so that the coil can't induce a current. Sent from my iPhone using Tapatalk

The vacuum pump concern is one of those OWT's. Nothing to be worried about there - your safety is far more important. Eric answered your first. At idle RPM it's not an issue if you don't delay going back to both. Sent from my iPhone using Tapatalk

I agree, but bladders aren’t even an option for a 231. It’s patch or reseal; preferably by someone with a proven track record and with a warranty as mentioned above. Sent from my iPhone using Tapatalk

Don't take this end date of the NOTAM seriously. It seems every fire fighting TFR is created with the maximum expiration time. They'll cancel it whenever they have the fire contained and finished with their airborne ops. We had a similar situation down here in SOCAL with out Pasqual fire that started last Friday that was very close to our Ramona airport. By that afternoon we had a TFR (while I was in the air) and evacuations going on. By the following day, since the airport was closed due to the fire (except for CAL Fire operations) pilots were in a rage because the NOTAM similarly stated the airport would be closed for months and therefore certain to effect airport business's livelihood and access to people's planes. It was only another day till the fire was over, evacuations were lifted and the TFR was canceled.

This is another Continental vs Lycoming thing and of course they are very different. Although we adjust Max redline FF, idle FF and mixture on the Continentals we can only adjust idle mixture on the Lycoming as @Clarence said above. With all the data I see at Savvy, the nominal max FF for sea level departure at 2700 rpm is about 18 1/2 GPH for the 200HP FI IO-360's and about 16 1/2 GPH for the 180HP Carbureted O-360. (So @Hank is doing real well seeing 18 GPH with his carbureted O-360 - does it have power flow exhaust?) Powerflow exhaust is an example of when some planes need to have their max FF adjusted up a bit since they can run even hotter after the mod.

Good for you and Sorry Erik if I came off a little too strong but its not your fault you didn't get that training but its such a huge safety factor before we get out and grab our prop to push back etc. we should all be doing it. As well as turning the prop backwards when we must. I myself didn't learn the safe way about turning the prop backwards till A&P school. I wish one of my instructors had enlightened me much earlier. The critical thing is the engine doesn't need to restart to kill you, its just needs one good pop! Those that have been Mooney owners for over 15 years may recall and a very good A&P that used to work at Dugosh whose account was on the old Mooney list years ago. He got hit in the head by a single pop. Although he survived the massive head injury, it was not without a long convalescent period and permanent brain injury. He tried to return to work for a short time but it didn't work out. One pop is all that it takes. And this event continues to repeat time and again. Don't let it happen to you.

You'll be able to sense the engine is dying right away. Since it takes longer than what you allow with a quick flip of the key to the off, soon as you have the key back on Both the engine resumes running just fine. It does not need to come to complete stop for you to sense you have removed the spark for a second and the engine is dying. You might need a demonstration by your A&P or someone that's experienced. Its a shame though that you weren't taught this during your primary instruction since its a safety issue before you go push the plane back into its parking place or hangar. But not all CFI's know this unfortunately. Incidentally, shutting down the engine with the ignition key potentially creating a dangerous conditions with fuel still in the cylinder ready to be lighted off with a single release of an impluse coupling. But yes the key would have to be left in too.

It can’t pop turning backwards! Sent from my iPhone using Tapatalk