kortopates

Just a heads up but since you have the legacy old style connectors and need to replace the old harness connector with a new Deutch 2 pin connector to connect to the new probe with Deutch connector - make sure either your A&P has a crimp tool for these or you buy the economical one from Tanis. its impossible to make a circular (or 3 point crimp) on these that will hold right without the right crimp tools. An avionics tech should have the required crimp tool but not likely a A&P that hasn't been using Deutch connectors yet - although they are getting popular with avionics installers for good reason.

Just an FYI, your Mooney IPC only covers the parts provided by Mooney, not the engine parts provided by Lycoming or other PMA provides. I expect @N201MKTurbo nailed it for you above.

You need a new Tanis CHT heater element since the leads have broken off. I can see the Tanis power harness bundled in the lower right of picture #2. You can order one from Tanis. Email the above pictures to Tanis if your A&P is unfamiliar or you just want to be sure asap so you can get a replacement ordered soonest. You could also have your A&P pull it out and snap a third pic of the heater element too.

Sounds like an excellent opportunity for you and your CFII to discuss your equipment dependency's and failures. As @Marauder points out above these are a electrically driven gyro. To the best of my knowledge, the red flag only indicates its getting power. Most commonly the TC gets lazy from the bearing getting worn or dry. I have not noticed one entirely stop and come back to life as you describe, but a simple test is to perform some timed 360's at standard rate and see how close you are to 2 minutes in both directions. If its not even (between left and right) and not close to 2 min yours will likely need new bearings or overhaul. These aren't very expensive. Sounds like this happened while you were doing partial panel work? Your statement about "redundant AI/TC" struck my curiosity. Is this a back up instrument? Perhaps a AI with ball Slip indicator at the bottom?

Here is some thoughts on this topic from a few leading experts: from Walt Atkinson -- "Lycoming publishes that min. operational CHT is 150dF. TCM does not publish a number that I have been able to find, but reading between the lines indicates that it is something in the 200dF range. TCM sets the water-cooled engine with the same cylinders as the air-cooled engine to run continuously at 240dF. These are data-based numbers, and not "opinions". Forget about running too cool unless you're operating out of Barrow, AK, in Feb." Mike Busch's article -- https://www.avweb.com/news/savvyaviator.savvy_aviator_59_egt_cht_and_leaning-198162-1.html It's possible to run CHTs so cold that the tetraethyl lead (TEL) in the 100LL is not properly scavenged and starts creating metallic lead deposits in the combustion chamber and lead-fouling the spark plugs. However, in most engines, it takes verycool CHTs (down in the mid-200s °F or lower) for an extended period of time (hours) for this to cause a problem. We usually see this problem in airplanes used for fish spotting, pipeline patrol, search and rescue, and other "loiter-mode" operations. Unless you fly at very low power settings (e.g., 50 percent) and/or at very high altitudes and very cold OATs (e.g., FL240 and -30°C), it's not usually a problem. My caveat -- This should only be a concern at both very low power settings (evidenced by low EGT) and low CHTs, and thirdly ROP. If the very cool operating temps are during LOP combustion it will keep things very clean making the engine less susceptible to lead deposit inn the combustion chamber and valve guides and lead fouling on spark plugs. However, for Turbo's though, I do add the caution to slowly increase power till CHT's get to 250-260F (per Continental) before going to full power.

I think you'll find the EDM documentation calls out -4 hose connectors with aeroquip 303 hose for the most part (at least that's all I recall) . But as you go through each sensor in their install manual, they give you the specifics on hose and hardware and provide guidance on where to attach for specific engine series. But I recall something a bit different with the MAP, such as a -3 pre-existing MAP hose going through the firewall that I had to tee in new the MAP sensor with -4 hose. You may need additional fittings for stuff like that. I also used an additional bulkhead fitting for the fuel pressure line since it went through the aluminum baffling on top of the engine (rather than put a fuel hose through an aluminum baffle with just a grommet for protection, I used a bulkhead fitting and broke it into 2 hoses). Other hoses were off the bottom of the engine without that issue.

We only activate VFR flight plans through Flight Service. For IFR flight plans, you'll get your clearance as you listed through clearance delivery or ground (depending on the airport and how busy it is). Then at the runway, when ready to depart, you'll call tower and tell them you are holding short of runway xyz for IFR release. Tower will respond with "Mooney abc hold for release - or clear you for takeoff. Most likely you'll wait till released. Unless its a class B airport, the tower often has to coordinate your release with the TRACON or Center. Similarly if you land at a towered airport, you won't need to close your IFR flight plan like you would with a VFR flight plan. But at an untowered airport you'll have to either cancel in the air before landing or close/cancel it on the ground with the radio or via phone.

I am the same way and kept MAP, RPM and TIT gauges for redundancy. Only my TIT is still legacy OEM, with RPM and MAP being digital EI instruments. but this way I'll neither be grounded or have to limp back home after loosing one of these let alone second guess in flight.

The new sensors for Fuel Press, Oil press and MAP will need new hoses from the sensor to where ever they'll connect to the engine. MAP is a little unique since you already have a MAP hose going past the firewall to the cockpit. For this one you'll still need hose and a new T fitting to T off the existing MAP hose by the firewall and then connect the new MAP sensor. Other than the MAP hose, you probably won't disturb any other existing hoses, just add new hoses for your new sensors.

In addition to documentation that Don posted, I recommend the GTN simulator ipad app. They released this update on the ipad what seems like weeks ago and I have been playing with the new features since. Since the input to the GTNs is based on screen touches it makes the ipad simulator very easy to use (unlike the older pc simulators that required manipulating the knobs via a mouse). just wish they had one that included the G500 for the ipad like their PC version.

Exactly, we won't take off with any of my students till the box matches our cleared route (not meaning to sound anal about it). But in order to activate a leg, between IDU and some waypoint in the enroute portion or an approach you would need to add IDU in a second time after the departure procedure, and then you'll have IDU -> CWK (departure portion) -> IDU (enroute) -> next waypoint. Since you won't be able to activate a leg: "IDU -> next waypoint" using the IDU in the departure procedure. Agreed? Yes, you can go direct to anywhere, but you can't do that till you are actually cleared to do so and start turning/navigating in that direction, which is why I am referring to have to wait till you get to that point in the flight. Meanwhile your GPS is not programmed as cleared. And the if the controller tells you direct to some waypoint in the enroute portion before IDU such as like crossing "BOCCK" (before IDU) you won't be able to fix that ahead of time either if you can't delete IDU so it sequences properly.

That sucks. I'd contact Avidyne, its no problem doing this with the Gamin GPS's. Just did it with with the GTN simulator. I'd complain to them it's preventing you from entering your cleared route before departure. That should get their attention. They should allow it - obviously its not a certification requirement to prevent deleting waypoints since Gamin allows it (I believe it would be to insert random waypoints). I would add, when discussing with them, you can't really activate a leg between anything but the last waypoint in the departure procedure and the first waypoint in the enroute portion - i.e. its got to be between two sequential waypoints. (unless Avidyne does that differently too). All of this leaves you waiting till over IDU to change with a direct to a waypoint in the enroute portion which is not good.

The more proper way would be to load the departure procedure and wisely choose the CWK transition, since it has only one extra waypoint. Then simply delete/remove the one extra waypoint, CWK, at the end of the procedure. Now your programmed flight plan is exactly per your clearance before you depart, as it should be, and you don't have to do any modifications as you pass over IDU - at least not until they give you an amendment like cleared direct to waypoint.

Mooney provided a passenger briefing card with the planes when sold. I gave a copy to one MooneySpace member that duplicated it and provided it for download in the download section. I recall he did a great job. Check it out - I assume it’s still there. Sent from my iPhone using Tapatalk

Mine comes off in turbulence for two reasons. Foremost I can do a much better job flying the plane in turbulence than my very capable KFC150. If you ever experience the variety of bad turbulence we can get from the Sierra's you'll know what I mean. Secondly when mountain wave activity may be a possibly (its not always by any means and more likely to just be vertical gust) I don't want the AP trying to maintain altitude either; again I can do a much better job minimizing the stress on the airplane and I am more concerned about that than the servo's. If its just light chop where the AP can keep up, I can still do a better job giving a smoother ride than with the AP on and will do so. Although the KIng AP's do pretty decent job in turbulence, many of the lesser capable AP's do a pretty terrible job keeping the wings level.

Interesting thought. Of course the airport elevation is based on the geometric center of the airport and since the airport is on a pretty good gradient there is a 44' difference between the threshold elevations of 13 and 31. But unless the airport configuration was changed in the last 30 years the geometric center hasn't changed either. But all it would take would be lengthening of a runway or if both runways didn't exist back then.

I asked my wife, la profesora de Geofísica, and she said it could be any of those things. But I'd blame it on the Olympic mountains but it would take some reading to really find out.

That is the standard and norm for all of the TSIO engines. Most of the time TIT is right at 100F higher than the EGTs but not always. I've seen it everywhere else too (bottom and middle) but its not common. I've see a few installations with out EGTs, just TIT, which is crazy IMO. I've seen a couple missing TIT too, but that I would consider a real safety of flight issue on turbocharged engine. You don't want to take off with an elevated TIT.

No one is saying Guy's products are not quality; not even the FAA. Many will tell you they are better quality than any of the alternative approved parts available. The simple fact is GEE-BEE doesn't have PMA authority to produce these and hence they are unapproved parts. In Guy's defense, using Baffles as an example, I believe he would claim he is providing the raw materials that may or may not be approved but meet the same standards (or something like that) just as if we acquired the products from approved sources and cut them ourselves and then installed legitimately. But in his case, the FAA is saying he needs PMA approval to do so. Just like LASAR and others have gotten for all the "improved" parts they provide. in other words their parts are manufactured and distributed with the FAA's oversight and approval of their manufacturing processes, quality controls, record keeping etc etc. Guy has obviously chosen a different path for reasons we can only speculate (expense of getting PMA authority?) and given all this time has passed without getting approval I doubt he intends too - but only he can answer to that. Yet he is online now. Anyway I don't expect anything is going to change, except perhaps further expansion of his products offerings. Nor do I see the demand for his products going away; except perhaps by repair stations. But I do imagine owner installers will be more careful to only refer to the installed materials or as owner produced parts and avoid mention of GEE-BEE in the maintenance records for obvious reasons. I wish him the best. The products I have seen are very good quality (yet unapproved).

Like @Bob - S50, I am affiliated with Angel Flight West where no instrument rating is required. Since chapters tweak the rules for their local requirements, out of curiosity I looked up Angel Flight Central and verified they also do not require the rating. But they do require 500 hrs per the 91.146 requirements for pilots acting as PIC on charitable flights even though angel flights don't technically fall under this; but I think its a good idea given the number of past Angel Flight fatal accidents. As all have said above, not being IR adds a bit of challenge. I'd be surprised to learn the Central chapter is unable to fill all of its missions as implied due to a shortage of pilots. In my area, mission are filled well in advance before a pilot has any idea what the weather will be other than the seasonal norms at the time. Consequently, its common practice for VFR command pilots to need to cancel when weather isn't foretasted to be good VFR weather. That's not problem as their are many instrument rated pilots that will pick up the flight providing its still flyable for their equipment - at least that's very much the case in my area. So in addition to all the good advice above, I would add be realistic about the weather forecast a few days in advance and if not good VFR weather cancel then while AFC still has ample time to find another pilot to fill the mission. If it doesn't get filled it's most likely because no one else thought they had the equipment and experience to complete the flight safely either. I am sure your Orientation pilot will emphasize this as well and I have known several VFR command pilots that have followed this strategy successfully over the years.

May I suggest you begin by going to your Angel Flights Chapter website and review their qualifications to act as command pilot. It should list 250 hrs as PIC or a commercial license and 75 hours of PIC x-ctry time. It will also list additional requirements about your plane insurance, current flight review etc. Assuming you meet those basic requirements then sign up for their next command pilot orientation meeting. The orientation meeting will introduce you their rules and procedures - generally over a Saturday morning. They are generally very good and informative and should answer all your questions. At least that is what they are. Once you complete their process and attend the orientation you will be able to accept and fly Angel Flight mission. I don't know much variation there is in different chapters but I assume they all pretty much follow the same rules or procedures. Its a good opportunity to help others out in need while also getting a tax deduction for your efforts.

You are absolutely right about water getting trapped behind ribs even if you drain all the fuel or run the tank dry. Which is why I would be adding some isopropyl alcohol to the fuel tank at this point to make sure any remaining water gets dissolved and passes through harmlessly. Mooney allows us to add as much as 3%, but that is way more than you'll need to get any remaining trapped water out. Probably a pint would be enough. Make sure its 99.9% though. The only worse thing than water in the fuel is ice! And excellent job getting it down and safely off the runway!!

I personally have no desire to complicate my very simple Mooney O2 system with a battery dependent O2 delivery system. Although the battery's are suppose to last a long time, we read here on MS about a pilot that had a sudden loss of O2 when the battery's died on this system. There is no fail safe delivery without power - it cuts off O2 entirely. No thank you. In my view, our altitude compensating regulators already reduce the flow by altitude, plus using a good calibrated flow meter like the Precise A5 coupled with oxysavers cannuals (or the mask when required) allows us to fine tune our O2 flow to maximize time and maintain O2 blood levels to whatever we want - all the while without introducing further risk of adding failure points. With a good flow meter and our 115 cuft tank, my wife and I have no problem completing most multi-leg trips without needing an O2 refilll except for the very longest trips. At home I have my own 2 tank refill system, and only the longer international trips have required a refill away from home, my O2 is very affordable. Although the pulse demand is a great concept, I see little benefit and lots of added risk making our otherwise very simple and reliable O2 system battery dependent. just my 2 cents with lots of Mooney x-ctry time at altitude.

I personally feel the 930 is too big for Mooney panels and use the 900 in portrait mode, between the G500 and GTN stack, but of course that included a new panel cut out.

A pressure alarm like that is a great idea. Of course the 35psi that this one alarms at is way too high. But I'd have to put a pressure meter on mine to see what psi it is on the ground - when it would be lowest. But how unfortunate. This is another huge reminder that we are test pilots after annual and this includes the O2 system after any maintenance. I'll assume this plane at least just had his tank hydro tested after annual and how many have had our tanks re-installed with the rigging not right so that the valve no longer shuts off when closed. However, this is the first I have heard of failing to tighten a fitting. Still though, I am actually surprised at the speed this tank emptied. It was a partial leak of the low pressure circuit and but apparently was a very large leak or maybe had been leaking longer this flight. Regardless though, it underlines the importance of pilots, especially flying solo, to monitor their saturation and to carry an emergency backup O2 supply. I carry this unit in the seat pocket making it very accessible: http://www.mhoxygen.com/index.php/portable-constant-flow/emergency-systems/165-ntg-co-pilot-portable-o2-copilot Thankfully, never needed it and I've had my share of O2 interruptions that I quickly discovered and corrected before ever getting that hypoxic. But I won't fly the FL's without it on board. Personally, I've been too paranoid to fly in the Flight Level solo for this reason. My Flight Level flights are with my pilot wife aboard. Despite how confident I am in recognizing my hypoxic symptoms it only takes a kink'd hose as Paul suggested and add in being distracted from perhaps a high workload and it not too hard to imagine missing a problem before you run out of time to correct it.