kortopates

Broken shaft is probably the most common failure. Send it to Bobby above for repair and you'll get a new unit back. The newer spec is using the next size larger pins to hold it place. I guess you could try asking Bobby for a repair rather than an overhaul but I assume yours must be 30+ years old so I would go with overhauled.

I am not sure I understand what you mean by alarm limits. Is it not an alarm when the engine monitor reports a limitation/redline has been exceed. I don't know of any that don't annunciate in some way but usually in the form of a light and text message. What I see the new airframe manufacturers (e.g. Cirrus and Cessna) doing is setting max RPM targeted at 2680 rather than 2700 rpm to avoid nuisance alarms when it hits 2700. The goal is to get close without alarming. The thing I hate is some engine monitor company's have added arbitrary limits when none exist, such as 1600F for EGT. Sure it likely means something is not right when you see an EGT hitting 1600 in normal cruise since its likely means there is a cold plug, but it'll alarm when the pilot does a Mag check in flight and the pilot thinks something is going to burn up. Maybe my issue is really more about how it alarms without enough distinction between cautionary (yellow) versus limitation (red) alarms, This sort of thing doesn't stop with the engine monitor folks either. Mooney did the same thing by creating an arbitrary limit on fuel pressure way below Lycoming's limits at 30 psi. All was fine till Lycoming made a design change improvement to their engine fuel pump which resulted in the fuel pressure exceeding 30 psi. Still way below Lycoming's acceptable range max limit but above their POH. I still don't get why Mooney hasn't provided a SB or SL to raise their limitation since their 30 PSI limit is arbitrary. I know they have gotten lots of mail about it.

Calibration is really a pilot action. Mechanic sets the K-factor from the transducer in the EDM. Then the pilot compares their fuel receipts against the reported Used over the course of burning about 100 gallons to adjust the K-factor further; per instructions in the EDM Pilot Guide.

i use a digital bluetooth enabled pressure transducer that i hook up and read from my phone on the cockpit. actually enables flying it and reading it in the cockpit. But i have no need for that since installing a differential pressure transducer onto my EDM-900. Sent from my iPhone using Tapatalk

The LB engine vacuum pad is in a much more open spot than the MB engine, making R&R of the vacuum pump a breeze on the LB. But IIRC, it up higher right below the upper cowling and i would be concerned if the alternator would fit okay. therefore before going any further of the approval process i would first try to verify that it’s been successfully installed on another LB anyway you can. Failing that I try to verify fitment before buying one if possible or be able to return it if it doesn’t fit. Approval may not be the only obstacle. Sent from my iPhone using Tapatalk

If and only IF you have calibrated fuel flow, you don’t need the differential gauge for setting up the metered fuel pressure. it’s better to use fuel flow directly to get the target FF at full power when you can. Then it’s less likely you’ll have to tweak it further . Then just use a single inlet pressure gauge to set the unmetered low Idle rpm pressure. SID97-3 is obsolete, the reference/spec material is now in M-O Chapt 6 since 2017. Sent from my iPhone using Tapatalk

Tapatalk is the way to go for iPhone use. I mostly read from my iPhone using Tapatalk. Making a donation solves the adds issue.

thanks Anthony, but don't have that option in Tapatalk (unless I am missing something) - just on the web where I am now so can do it. Tapatalk does offer a webview function - that might work to get me there.

JPI allows setting up Pre-alarm messages; such as a CHT alarm at 400F versus the factory limit. Unfortunately, the many options for these don’t include oil pressure. https://www.jpinstruments.com/FAQCategory/primary-instrument-alarms/ Sent from my iPhone using Tapatalk

I stay because I love it. Over my career i’ve had extended stays in many parts of the country and i’ve always been thankful to be able to come home to southern california. Sent from my iPhone using Tapatalk

Sorry to hear this. It happens unfortunately but I know you'll be prepared for it next time. With enough Turbo hours, all of us have been there, done that. In an abundance of caution, be sure to check the engine oil screen too at the rear bottom too!

Another San Diego County tax payer - are you saying they raised your assessed value by ~56%? i haven’t got my aircraft tax bill yet. Sent from my iPhone using Tapatalk

it’s technically not legal to fly approaches with an out of date Garmin nav database and never has been. See your Garmin AFMS. Your right though, it hasn’t changed. You can fly enroute if you verify waypoints are still valid, but not RNAV approaches. But have you ever tried to verify enroute waypoints against your ipad when manually flying in IMC? lol Sent from my iPhone using Tapatalk

Yep, all correct and to be specific, its only the Nav database that needs to be upto date to fly RNAV approaches, Other databases like Safe Taxi, obstacles have no legal currency requirement. But of course it would be nuts to rely on out of date databases but you are equipped to get that info off your EFB's. Many good references quoted about the legalities of what you can do with an expired database with regards to enroute and procedures - but just wanted to point out that your Garmin AFMS in your POH trumps the AIM and AC and is also more restrictive than noted. All the database currency talk aside, I would be much more concerned though about the statement "I only plan to fly IFR a couple times a year, just maintain currency." I hope that doesn't mean to imply one can maintain instrument proficiency by flying IFR a only couple times a year! We see lots of fatal accidents involving pilots that weren't instrument current that bet their life thinking they could pull off an IMC approach and lost. Although of course one can maintain currency flying VFR practice approaches with a safety pilot or CFI, but I still don't see how one is going to do that without a current database. Limit currency flight to VOR/ILS? Maintaining GPS Buttonology is a big part of instrument proficiency. Maintaining instrument proficiency to fly IMC approaches requires monthly practice, if not weekly practice.

there are two separate gear protection circuits here. you are describing a failure in the airspeed safety switch circuit to prevent gear retraction below flying speed since the gear safety bypass switch enabled you to retract the gear. no relation to the low manifold switch to alert you the gear is still up before landing. Sent from my iPhone using Tapatalk

Why not simply send it out to one of many avionics repair stations that perform this service. They’ll bench check it to some spec perhaps much more significantly than what some one could do by powering it up in their aircraft. Then it will come back yellowed tagged showing it’s good for install by your avionics installer. Duncan is one such shop, but you can probably find one close by to you - or ship to Duncan. https://www.duncanaviation.aero/services/components-repairs/ if you call them, they’ll give you a quote to test and certify your unit. Sent from my iPhone using Tapatalk

Actually mine works beautifully without the switch. Bose is always plugged into Lemo and when I am using my mask, i have the mask mike plugged in as well. All i need to do additionally is change the squelch higher for mask, but my bose isn’t adding any nose. I assume both mike inputs are wired in parallel but i didn’t install it. Sent from my iPhone using Tapatalk

Because of jamming or the like?

This was at least 5 years ago, so my memory isn't that great. But there is no fuel forward of the main spar. Forward of the main far is just air, wires and aileron rods - that gives the tanks greater protection from off field landing or bird strike . You'll see inspection covers that aren't sealed under the wings forward of the tank. You may be referring to the rear sub spar that is the aft end of the tank. I don't recall the outboard sender that far back, but it could be, and thinking about it now from a view under the wing its not very far forward from memory. So perhaps it was hanging up on the rear sub-spar? - in which case to bend it away from the rear spar it would be a forward bend. That detail of location and therefore direction of bend I can't recall precisely, just needing to bend it away from the tank wall. Its got to be the same bend direction as your. Our tanks should be near identical except yours go out further outboard than mine, but bounded by the same forward and aft limits. (Although I also have Monroy extended tanks which aren't as far forward.)

Chris, I had to bend both outboard sender arms in the aft direction. Inboard senders didn't have a problem. But both outboard sides hit the spar without without a bend. Also your correct, there isn't an issue with the aileron tube in the mid-bodies.

Yep, there is no bend in the CIES arm in the picture. So the installer didn't check for freedom of movement in the tank otherwise they would of discovered the need for the bend I wrote about back in Jan 2021 above. Just like @Fly_M20R did, I too removed the the top fuel tank inspection plate to make sure was getting adequate bend without the sender hanging up. A pain to be sure, but wasn't expecting to find them hanging up and they were very new at the time. The STC had just gotten approved when doing mine.

yeah, just like a modern airliner! Sent from my iPhone using Tapatalk

yes. since the G1000 system is part of the type certificate, all updates/upgrades come through Mooney (short of a 3rd party getting an STC approval). it quickly gets more complicated depending on how far back the older G1000 configuration is. For example, lacking the Garmin AP. Sent from my iPhone using Tapatalk

sounds like the circuit through the air speed safety switch. does your installation have red lighted button to bypass the safety switch? sound like you don’t. You can follow your schematic to trace out that circuit and see if the switch might be intermittent. Sent from my iPhone using Tapatalk

Bruce Covers now makes a light and much less bulky travel cover. I replaced my worn 20 yr old cover with new light travel cover and it’s perfect for trips without all the bulk. Seems much easier than taping. But I’d follow up with[mention=9886]marauder[/mention] suggestion too. Sent from my iPhone using Tapatalk