kortopates

Clearly they are only for un-enclosed light installations. It doesn't look like their imbedded antenna design is at all compatible with enclosed lights but they could be working on something to support them - but this isn't it. Pretty cool though for a lot of planes. Sent from my iPhone using Tapatalk

The new GTN750 does in one box everything that your old combo did. You also can consider the Avidyne as well. Finally understand why you are having the issue. If your seat is full forward you really need the 3" rudder pedal extensions. That will get you further back so you can see the panel better. I'd do that first before making any panel changes since that should fix the main issue you're having now. These can be ordered through your favorite MSC and are not expensive. You really don't want anything in the far right that you are trying to read - it's too far away to be useful. Sent from my iPhone using Tapatalk

For the 310HP, the -G is configured as a -N, so you're going by the -N. I thought I explained that above but it doesn't show in Tapatalk. Sent from my iPhone using Tapatalk

Exactly! When Mag teeth break off the ozoned out wheel (as opposed from maintenance) they seem to break most often right at startup and shutdown. So I prefer to check after every shutdown/startup, regardless if I just did a LOP Mag check before landing. Although in this scenario you'll most likely have a dead mag and should be real obvious. many things can happen including fouling a single plug from a rich descent which won't be quite so obvious.

Enjoy your flight!

I posted it above 3 post up, but for some reason only the bottom portion was visible till I just edited it above. The table shows a high number of 27.3 GPH and suggest targeting for 1 GPH higher or 28.3 GPH.

Perhaps the most scenic and spectacular tour around here is the 500' Class B transition around Linbergh on the coast called the Bay Tour. Its not documented anywhere officially but it begins just a couple miles north of Crystal Pier (on the sectional) where you call up SAN Tower (Lindbergh) and ask for the coastal transition at 500. Once they clear you into the Bravo, they will hand you off to North Island tower pretty quickly (so have your radios setup beforehand). When you contact North Island, just tell them you would like to do the bay tour. They will usually have you check in when rounding Point Loma, then you just fly dead center at 800' over the bay. A little before the bridge, they will ask your intentions (if you want to keep going south to Brown, turn around in south bay, etc). That's is very quick summary. There are some videos of this on youtube covering more of the details. Here is an example by one our own Mooneyspace mooney's @StinkBug If the Bay Tour sounds a bit too complicated for what you want I would recommend the VFR corridor over Lindbergh and then over the Bay along downtown. But this higher at 3500' southbound and 4500' northbound but is well documented on the San Diego TAC and doesn't require all the radio work, instead it uses special freq of 126.050 to talk to other corridor traffic. You could takeoff from MYF, climb to 3500 and go south and either make a 180 down south and come back north the same way at 4500' or you could drop to stay above 3000' but below 3500' and transition over Brown Field (above their Delta) and then up along the east side of San Miguel (below the Bravo ceiling of 3500'). Call MYF Tower abeam San Miguel for landing and then make a left for landing when exiting the Class B at the Cotton Woods gold course and aim right of Mt Helix back to MYF. That will make a loop out of the tour. Lastly the easiest of all low level coastline tours would be from Mt Soledad (VPSMS) up the coast line at 1500' below the bravo 1800' ceiling up to Del Mar or as far as you would like to go. But watch out for CRQ's delta along the coastline that goes to 2800' if you don't talk to them. But you can also get flight following for this off MYF with SOCAL on 119.6 (ask for it before departure with MYF ground to make it easiest for you).

Bendix makes a pressurized version of big tractor style S-1200 called the S-1250. Its used on some turbo's that like the 252 are certified to FL280, and RAM for example uses it on their Cessna 421 engine. As you bring it up, those larger tractor style mags are far more durable and reliable. But the problem is the vast majority if not all Turbo engine where the mags are installed on the back on the accessory case along with the TCM starter adapter that you couldn't possibly fit a pair of the larger footprint mags there. The space is just too tight. You are are left with small footprint mags by either Slick or Bendix. And really size seems to be everything, once you get into the smaller footprint sizes, the mags need a lot more maintenance regardless of whom makes them. But pressurized turbo mags flown IMC really need to be opened annually (or every 100 hrs) since the mag filter isn't at all 100% effective in keeping the mag dry.

My experience is the pressurized mag needs to be opened up every year; especially when operating through moisture (e.g., IMC and rain etc). The 500 hr IRAN must also be done every 5 years if not sooner and the magneto filter needs to get changed with every 500 hr inspection - if it doesn't show signs of contamination earlier. RAM's PMA's filter is better and more affordable than Continentals one too. Pressurized mags operate in a much harsher environment unlike the large footprint normally aspirated mags (like the Bendix S1200) that have been known to go to TBO without every being opened up. I'd be surprised if the other mag is much better looking inside.

SID 97-3 has been incorporated in CMI M-0 manual now. Mooney's M20-107 is for the original M20S & R's (240 and 280HP) and is not applicable to the 310HP variant. The 310HP is based on the G being setup as a IO-550-N and uses the IO-550-N numbers shown above. The table above is from the current CMI M-O manual dated July 2017 As @MIm20c suggest, its certainly important to talk to the shop to discuss your desire to set it up to the high number (rather than just in the range), such as by plus 1 GPH. I wouldn't set it up higher till it was shown to be really warranted.

Never seen the MX20 not above the GPS. I personally much prefer it that way and flew like that with a pair of GNS430W’s below the MX20 which became a GMX200. You might be a rare breed to reverse it. Sent from my iPhone using Tapatalk

Hard to follow what your asking for the final panel arrangement. Are you saying you have both a CNX 80 (also later known as GNS480) and a GNS430 below the CNX 80 and you want to move the GNS 430 above the MX20 and keep the CNX 80 below the MX 20? I started with a MX20 and CNX80 years ago, then went with a MX20 and dual GNS430Ws and the MX20 became a GMX200, but I always kept the GPS's below the MFD which was always preferable and I've seen many installations done that way with MFD at top directly blow an audio panel. Never with GPS above the MX20. To fit the Audio panel, GMX200, and dual GNS430W in the center stack, I did have to move the annunciator and autopilot to the right but with the 1980 K you wont have AP controls in the center stack but below on the console. Now its a GTN750 & 650 (w/ integrated GMA340) with the autopilot back in the center stack at bottom. Are you allowing room for connectors and cables in the rear as well?

So true! "While we're at" it is how I ended up with the GTN750 & 650 as well when I was installing the G500. My wiring for dual GNS430 had been spliced into so many times from prior staged upgrades that the wiring really needed to be redone and looking at the cost to do so didn't make any sense without upgrading them, so while I was at it I ... But even with the 750 alone, "while you're at it" you really need to consider the FS510 and integrated GMA340 audio, the 3D audio and Intelllivoice features are awesome and all controlled from the 750.

Only until your 430W fails leaving you only on the iPhone. If VFR no problem, but if IMC without a redundant GNS430W could be quite an emergency depending on what inopportune time it ocurrs.

Video looks great for showing the issue. Sure looks like a signal loss/noise issue. Vnav requires that VFOM (vertical figure of merit accuracy) not go above 30 something feet from memory, but yours goes briefly to 46 and 66', and we see it go up and down makes it look like interference or signal loss. However, rather than assuming its an antenna or coax issue the fact that changing Com freq's appears to set it off (assuming this is repeatable) suggest it could be a noise issue internal to the box. I'd suggest calling the Garmin Tech support Monday morning and get some them to look at your video for their suggested next steps. I am sorta expecting they may want to check out your the 530W. But if changing freq's was purely coincidental I'd be looking for a signal loss external to the box but see what Garmin Tech support suggest.

The way to do it would be via the 262 STC which is appatently orphaned. But besides converting the engine you’d be replacing at least the lower cowling too. Sent from my iPhone using Tapatalk

The com antenna is a bigger concern but here is an excerpt from the GNS4xx install manual for what it calls out.

Call Lasar or your local MSC and they can get them for you from Mooney. They are not expensive.

Couldn't imagine so. I recall the only setting for the GPS is map datum year and antenna height. There are no interfaces to other equipment necessary for your GPS except for the anntena. Interfaces to other equipment are completely different and require ports to be configured properly for protocol and data format.

No question that you'll be fine in a Mooney, but you might want to add rudder extension pedals available in a couple sizes but usually the largest/longest are installed. We put these in for my 5' 2" wife as well. But with the fully articulating seats she can adjust the seat as high as she wants and is still below the max.

It should really only happen at the fringe area of WAAS coverage. I've reported loosing LPV200 service on the west coast a couple of times but that hasn't happened since the temporary period when we were down to a single WAAS satellite. That was quite some time ago. These days the fringe area is generally well beyond the coast lines. You can see the current real time status here: http://www.nstb.tc.faa.gov/ with many options including historical data. Highly unlikely a it was normal to loose LPV at KSAC but possible. Yet you can even run a video that shows the status changing over time and see what was going on when you were in the air.

I've replaced all 4 of my seat tracks on my K. The right side co-pilot was the side that was worn the most and prompted replacing them, but I do most of my flying from the right seat too. They wear out identically to the Cessna seat tracks, and essentially the same material as the Cessna tracks, but we don't have the same AD requiring them to be replaced like the Cessna's. Its a big job, made bigger with the electric gear actuator in the way too. I also replaced the seat roller with the LASAR rollers too at the same time. Huge improvement!

I wouldn't be so worried. I rode in the same chamber at Gateway, its run by ASU if I recall right. There were no less than 3 people in the control area managing the controls and observe the participants as well as one or 2 people in the chamber ready to take care of anyone that needs to get their O2 back on but became incapacitated. Worst case, I assumed from inside or outside they could simply open a vent line but I wasn't briefed on emergency procedures like you may have been. But most importantly, at any time while in the chamber you have a supply of 100% O2 to put back on or that one of the internal observers would do for you, which is how the simulated decompression test is ended by each participant. Anyway, I sort of recall they opened a vent line before they could open the door as well - but it was awhile ago. I thought they did a great job and it was well worth it. Although it showed me the TUC numbers are pretty meaningless since all but one participant went well past the charted time and was able to put their O2 mask back on just fine without loosing consciousness. Also it was probably the oldest participant there that lasted the longest contradicting the other wildly touted assumption that since those TUC numbers are based on young military personnel that older people are going to pass out earlier whereas the mountaineering community has well documented that middle aged climbers can handle the altitude much better than the youngsters. Perhaps the key point for doing it is that every ones symptoms and tolerance varies enough that its very worthwhile for each us to see how we individually do and how well we can recognize the symptoms.

Sounds like you must have a signal strength or signal loss issue in the form of coax to antenna or antenna problem. A change of coax was often required for the WAAS upgrade. But what you are describing is not at all normal. A good installation will never experience this. I much prefer the easier LPV over the ILS. Don't give up. Sent from my iPhone using Tapatalk

So far we've had no restrictions to visibility due to the fires. However, we have a couple fires to the North and to the south and east but if you come over JLI to enter SOCAL you should have a clear ride. Winds have settled down now but forecasted to be breezy through the weekend. the main issue has been a large wind gradient between the relatively calm surface wind and much stronger winds at 2-3K' causing widespread wind shear. This should all be gone by Monday. Its a busy airport and is a bit chaotic when we're using opposite direction runways as we have been for the Santa Ana winds. Enjoy your trip in.