kortopates

Don’t confuse G1000 with Garmin EIS - not the same functionality. EIS has fuel and electrical, but not the two gear lights, nor starter engaged nor alternate air nor speed brakes nor anything else. all those lights add up and IMO don’t look anywhere near as nice or modern as the mooney annunciator. Nor does the annunciator take up valuable space. Personally I think the 930 is too big since it’ll typically be forced to far right or far left out of normal scan. I prefer the 900. But choice of monitor is purely personal preference. All the certified versions cover what you need. Sent from my iPhone using Tapatalk

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I am no youngster and i can read everything fine from my EDM-900 and from both right and left seat. I personally think the 900 is the best unit for our Mooney sized panels since as Scott mentioned, everything fits on one page and it size doesn’t force it being pushed far left or far right. i have mine in the ideal position IMO, right between the G500 and radio/gps stack which is fully within my scan already. I am also not a fan of the Garmin EIS system, but eventually their going to catch up with JPI. But i do love how well they’re integrated and can log the data with each flight in my GP log book. Sent from my iPhone using Tapatalk

I also use a dedicated (clean) wrench for my oxygen system. I prefer the Mountain High Scott adapter - very similar but has about 10 inch copper tubing between adapters. Be sure to verify tank is not expired on hydro test, or otherwise timed out, before filling. Sent from my iPhone using Tapatalk

It can be done, as I am doing it now with an older student. But I aways strongly recommend agaist it. Not only is insurance very high but its the longest and most expensive path possible to the ppl. Rumors of being hard on the plane are exagerated; at least a competent Mooney CFI isn't going to allow any hard landings - not on my watch! But it really adds to the amount of traiing and competence required before soloing because of the added complexity and demanding speed control.

Yes, the CO sensor needs to be replaced periodically on that schedule. They're not cheap either - about $500 from memory and then you'll be good for another 6 or 7 years. Otherwise very reliable unit.

I replaced my clock with this multi-function CO monitor. https://www.guardianavionics.com/aero-553-panel-digital-display-multi-function-co-detector-tso-certified-aircraft

1) no, fuel levels and low warnings are now functions of your engine monitor 2) yes 3) still very relevant, just not for fuel. Most seem to keep it except for those that don’t want to spend $ for repairs - but they are very repairable and a big improvement on separate bulbs IMO. Sent from my iPhone using Tapatalk

You could be right, but the satellite network was intended for coverage of the desolate north outside of the busy airspace with good radar coverage. Given the time delays of the satellite system i’d think they would still be primarily relying on radar coverage when in range and just using the satellite coverage when needed …. so i wonder how important the dual diversity will be till one flys out of radar coverage. Sent from my iPhone using Tapatalk

this many SB updates and an AD is most unusual- hopefully not the new normal! Sent from my iPhone using Tapatalk

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1) no 2) Yes, and you can set JPI set the Hobbs to where you're old meter stopped or whatever estimate you want in the factory programming mode. But FYI there is Hobbs time and tach time availabel on your EDM. Hobbs time measures 1:1 just like a rental hobbs meter does. But Tach time measures the same as your Mooney Hour meter does which measures Tach time of course is not 1:1 measure of elapsed time but the time the engine is at average cruise RPM. Additionally in the EDM, you can change the default RPM used by tach time to what your Mooney tachometer was based (i.e. typically about 2450 rpm). When it comes down to it, we only care about tach time, its the actual engine time and airframe time we want to record for maintenance records purposes. Hobbs time is usefullness is limited to logging Pilot Flight time (actual elapsed time). If used in aircraft records, your cheating yourself since on average tach time is about 0.2 less per flight than hobbs time and an even greater differences builds if for long ground ops with say several full stop taxi back landings.

Be aware that a quote for an annual inspection is just to perform the inspection part of the annual only; although it may or may not include some of the customary maintenance done with every annual such as oil change, packing wheel bearings etc. you need to ask the shop or IA what is included beyond just the inspection. but the inspection will come up with a listed of squawks as well as any list you bring with you. All airworthiness issues will have to be corrected in order to sign off the annual and any non-airworthiness issues can be deferred at the owners option. Buts it’s all the maintenance on the needed squawks that you agree to repairing that runs up the bill to the many thousands of dollars. And it’s that final total bill for inspection plus maintenance that owners are referring too - generally not the inspection cost alone. But keep in mind nobody can predict what you’ll need and including the total bill before the inspection is complete. But any new owner should be prepared to have to deal with a lot of deferred maintenance by the prior owner that will keep your first couple annuals higher than average; especially purchases that might have seemed like a really good deal at the time. Sent from my iPhone using Tapatalk

of course not! Pardon my overly broad generalization. But with few exceptions their list contains mostly the set of engines that were approved for 91 octane. Yet it certainly does include some larger displacement engines i wasn’t aware of including your C. So thanks for pointing that out. Sent from my iPhone using Tapatalk

i agree with you about not requiring IMC training. After all, probably every instrument student that does all their training in AZ doesn’t get any. But the equipment requirements for flying IFR begin with filing an IFR flight plan, not entering IMC, which is required part of the IFR training (such as the IFR Cross country). But i don’t know where the heated pitot tube requirement is specified - don’t doubt it since I’ve never seen an IFR plane without one. Nor would i want to go IMC without it. But it’s not listed in 91.205 and frankly I’ve never gave it a thought till this discussion. interesting issue Sent from my iPhone using Tapatalk

Yes, G100UL got its approved STC back in July 2021, but has a very limited list of approved engines. it’s going to take some time before we see our Mooney engines on the list. But the initial STC approval is a huge step towards the solution we need. 94UL is a non starter unless you’re flying a trainer. Sent from my iPhone using Tapatalk

there has been a LOT of service bulletins on the GSA 28 servos - with last one just out on 2/7 requiring replacement of new servos shipped between Sept 21 and Jan 2022. Garmin is blaming parts availability but some appear to be more manufacturing defects. Anyway i have 4 of these new servo’s just installed in mine and haven’t yet confirmed if my installation completion will be delayed further for this. Good thing though Garmin is paying for re-installation along with providing new servos. Sent from my iPhone using Tapatalk

Neither Lycoming nor Continental are going to change their TCDS for lower octane fuels - that would be hugely expensive and instantly make them ineligible to be installed in their existing airframes. A lose-lose proposition. the only win-win solution is a certified 100UL fuel. We have it, G100UL, it’s just going to take some time to work it’s way through the approval process. Sent from my iPhone using Tapatalk

the normalize mode was first intended for the run-up to better see a rise in each cyl EGT; hence the desire to even out all the EGTs to look for a rise (good) or a drop (cold cylinder). The function turns out to be also very valuable in cruise, setting normalize mode after the engine has been set to cruise power and fully leaned. It’ll highlight any missing in cruise or any mixture anomaly like a partially blocked injector before you see a significant change in CHT. But throughout, absolute CHT numbers are what we want, rather than normalized, because we have real CHT limitations on temp unlike EGTs. Sent from my iPhone using Tapatalk

not saying any of the above aren't good choices, nor have I reviewed the seriousness of the repair. But if I was comtemplating a significant sheetmetal repair I wuld want to send it to the one of the best sheetmetal repair business in the country. Beegles Aircraft in Greely, Colorado is one of the best sheet metal shops on the planet. Such a shop specializes in these kinds of repairs unlike the Mooney shops that might do this kind of repair occasionally.

The glass lense needs to come off. Its likely just sealed with some silicone RTF or similar. The socket does look suspicious, perhaps damaged? If it is, these are a standard part abailable from lightning supply sources. I don't recall the socket part # offhand, but should be visibly marked when you habe it out and easily easily replaceable. These bulb last such a long time and aren't expensive so haven't bothered to make an effort on going LED. But there are some threads here that show an OPP LED solution. IPC calls for sealing the metal holder you have off with 3M black sealant IIRC, if that fits on tight, sealing the lense too shouldn't be necessary.

Its just on STC'd aftercoolers such as used on the 231 and few other aircraft like the Turbo Arrow and Turbo Seneca. Complete factory turbo engine certiifed with hydraulic wastegates and aftercoolers like the M20K 252 don't need this added complication nor do they that have the IAT limit you have the 231 because the aftercooler guarantees its not an issue. Plus the hydraulic wastegates are fully automatic, unlike the pnuematic Merlyn, and allow you push the throttle fully in, without overboosting, and MAP doesn't change with altitude. Greatly simplifies engine operation.

check the Deldrin rollers on the seats if there not rolling well after cleaning up the rails. they do wear out but not expensive to replace and new ones should slide easily. Sent from my iPhone using Tapatalk

Hartzell makes all the turbo’s these days and a lot more including starters and alternators! Sent from my iPhone using Tapatalk