kortopates

You're so right - no hydraulic wastegate. Now I am curious. Don't think the Surefly will fit in the Left position given how rotation is so limited between the alternator and vernatherm - maybe, but there is much more room on the right side where its just blocked by the alternator. Turbo hoses shouldn't be a factor on the right position.

Absolutely no need to Overhaul the mag till the engine is overhauled. The 500 hr is an inspection requirement - not an overhaul. 500 hrs inspections are pretty affordable when done by Mag specialty shops. I use Aero Accessories in Van Nuys, CA; which I recall is being well under $500. Although the time interval is by hours, many mags fail from corrosion and ozone damage to the nylon gear over time. That said, NA aircraft mags tends to do quite well over time whereas pressurized turbo mags don't last nearly as long since they get pumped with moisture laden air.

Was it one of the hoses to the wastgate by chance? Its a very tight fit and the original hardware with split washer to hold the magneto on is too thick to fit under the Surefly case. I may be within a .001" clearance now with a star washer.

Did the Surefly fit and get installed on your 231? How do you like it?

Never had these issues and wasn’t aware they were lurking. But I guess Iam less trusting about trying to exchange user waypoints. But I can offer the Garmin recommended solution that has worked seamlessly for me with GP. I did this all a few years ago so my details may be sketchy. But as a frequent visitor to Mexico and particularly Baja I wanted all the dirt strips in Baja in my GTNs so I would have them available for wx or emergencies in addition to the few I use. So I loaded a few hundred user waypoints as user Airport waypoints with additional details for runway dimensions and surface type. I recall this file was then loaded onto the GTN FS-510 in a specific directory which automatically loaded them onto my GTN's (750 and 650). I then loaded them all into Garmin Pilot with a similar but different file structure that was easy to change too - due to different comment sized fields. Between the two I transfer flight plans back and forth using my user airport waypoints without issue. Plus I have them accessible as nearest airports too when down there. The documentation is there if you desire to do similarly. Sent from my iPhone using Tapatalk

Thanks for the update - thought that’s what it would be. Sent from my iPhone using Tapatalk

And because the 830 is not primary, it means one of your CHTs will be inaccurate, oil temperature will be inaccurate and possibly oil pressure will be inaccurate all because the 830 can not replace the primary OEM sensors. Plus you will need to continue to maintain the OEM sensors/gauges - some times at considerable expense.

Very few J's need Gami's but you really do need integrated engine monitors with FF. You can either upgrade/Add the FF sensor to your JPI 730 so that FF is logged with your EGTs - which essential to measuring your gami spread. Or you can upgrade your 730 to 830 which is the better option. The upgrade just replaces the head display for about 1 amu with your old 730 core credit. Its impossible to get decent data trying to write down the FF as each cyl peaks. It really needs to come from the data dump to get repeatable accurate data. I've seen numerous clients try and their all guesses at best. The best you can do is get rankings - which is helpful but not enough. However, while your in this stage of limited instrumentation, its also perfectly safe to just limit yourself to 65% power and less and lean to the LOP side to start learning. At 65% and below you can't hurt the engine regardless of where you leave to mixture. Just learn first how to determine % power on the LOP side by FF alone as mentioned above. Once you have the integrated FF you can get more detailed and learn how to run at higher power settings where it becomes important to know where you are relative to the red box of high ICP's.

Yes, it dates back to big radial engines where we had someone dedicated to managing the engines in flight - which has absolutely nothing to do with the ability to run any specific engine LOP!

Excellent point on ignition - most people forget about how important ignition is and running LOP put much greater stress on the ignition - it must be in very good shape Not exactly on the Continental tuned injectors. Continental position tuned injectors are not tuned to the individual engine but to the model engine. Unlike Gami's who do tune the injectors to your individual engine cylinders, TCM provides one and only sized injector for each cylinder that legally can only be installed in the specific cylinder. They're not know for getting gami spreads below 0.5 GPH but typically provide 0.5-0.7 GPH spreads - which often is good enough if one doesn't run too deeply LOP.

I know it doesn't seem like much, but if you're going to use this to earn your instrument rating its pretty important. If you're already instrument rated then you already know what you'll be missing and can fall back to VOR nav when ever you might need it - such as "intercept the 340 radial or bearing to XYZ" - which of course is pretty rare but does happen.

Did you check with Dan at LASAR? Including if its repairable?

Don, I have none of those DB concierge problems. But 2 differences, I am on Jepp charts and I only display the charts on the 750. Do the charts load quickly to 750 and just take a long time to stream to G500? I wonder if it’s do to more voluminous data of Garmin raster based charts versus Jepp smaller vectored based charts. I load all of the America’s charts onto the 750 in just a couple minutes - perhaps more than 2x the data of the US charts alone.Never a problem with syncing with the 650 either. Sent from my iPhone using Tapatalk

Its just from those based at Gillespie field! Kidding, we all are. I am sure Craig is working on it. Also based at SEE.

What you need is a OBS unit that is compatible with your GPS. The KI-209 is not compatible, but a KI-209A is compatible. I am a bit confused by your avionics guy saying it would limit you for non-precision approaches like LNAV or LP - but it may be saying you could use the CDI on the GPS screen in lieu of a external OBS but I thought such a configuration is not approved for IFR use without a compatible OBS. But I am not an avionics guy. Prior to glass one would use an external GPS OBS such as the Garmin GI-106A, like your old KI-209. But these days that makes no sense to spend $ on and when we have much better options with something like a Garmin G5 HSI or something better like a GI-275 before going bigger glass.

Indeed- being sensitive to your earlier post and being clear its not directed to the OP - but show me one thread at 5 pages or more than EVER stuck to the original point of the thread. Sorry, but ALL topics here on MS take on their own life as they evolve with discussion. No one can control it and no one owns it. The only expectation, is we do our best to keep it civil, non-political and inviting for all to participate.

Although this discussion is a tangent to the OP and the point of this thread - but what thread in Mooneyspace ever sticks to the original point - I'll share my thoughts. I'll disagree that the turbo would not have made a difference, but I'll agree its was 110% due to poor ADM that was criminal in my opinion as well as being totally naive about the hazards. But if he had a turbo, he would not have had to stop his climb below the MEA and barely skirt over the terrain abeam the Wind RIvers Range highest peak just shy of 14K. His inability to climb higher above the terrain sealed their fate by exposing them to the downdrafts as they flew to the leeward side. The final report suggest the pilot stall-spinned the Mooney trying to maintain altitude and plummeted straight down several thousand feet. The pictures of the wreckage are very disturbing with the tail still pointed up. But it was the rookie pilot's incredibly poor ADM that put himself in the position that killed him and his 3 boys. Just a few of the highlights included his departure into mountainous terrain with widespread AIRMETs for icings; which he justified to his wife before departure by telling her since their were no PIREPs for icing on his route that the conditions didn't amount to "Known Icing" - so he could depart! His acceptance of a direct clearance right over the highest terrain of the Wind River wilderness area, when he had a much safer cleared route directly south of Jackson Hole to clear the higher terrain - but instead delegated his PIC responsibility to the controller and turned direct right into the highest terrain knowing full well what the terrain looked like from his MX20 MFD in his panel painting the hazardous terrain. The controller was faulted for that as well. The craziest thing is as John said earlier above, the pilot just had to get home. He had already cancelled his trip home in the Mooney, because of the weather, and bought tickets on a commuter. But after they boarded their flight, it was canceled due to an equipment issue. The pilot then called the FBO and asked them to ready his J model for flight and move it outside. Shortly thereafter he filed his IFR flight plan to the north before going east and soon thereafter he was copying his clearance for an entirely different route to the south following a departure procedure he had not considered - which actually got him out of the higher terrain sooner. The pilot had just completed a 10 day accelerated IFR class a couple weeks prior just to be able to make this trip for a wedding or anniversary, despite his instructor highly advising against it. Completing his rating a couple weeks prior to the trip, he then practiced flying local approaches in poor IMC weather at minimums. He had clearly had no concept of personal minimums. Although a turbo could have made a big difference here, this accident really isn't about equipment as much as it is about a lesson in just how bad pilot ADM can get when get-home-itis becomes entirely consuming and all decision making is delegated to controllers.

You probably won't need it or want it. The FS-510 does everything the 210 did and more with one exception. The 210 provides AHRS backup attitude information, that the 510 does not except indirectly. Many of us still get AHRS backup through the FS-510 from elsewhere. For example, my G500 provides the backup AHRS through my FS-510 and my GTX-345 also provides AHRS back up too.

No, they handed it over with a 1 pager on set up instructions which was all I needed. I could have waited for them to install it in another week but as it turned out a week later I had a new good one installed rather than waiting for the shop to discover it wasn't good. But I wanted to fly it sooner with the card. Obviously not everyone will feel as comfortable as I am in doing the install. But most anyone that is computer savvy won't have an issue.

The FS-510 is owner uninstallable - which is probably a misnomer since you are just replacing the SD data card in your GTN with the FS-510. There was some configuration steps done on the GTN if I recall properly but most of the configuration steps where done on the iPad to set up the WiFI for database transfer and Bluetooth set up for inflight position, wx, ADHRS and flight plan transfer data. I did this years ago though don't recall much detail except that I ended up needing to get help from Garmin Tech support on the phone whom confirmed my first 510 card was not working properly and they sent a new one out to my dealer. The second one worked fine. There were a lot of failures in the early cards. I believe you're right that you still have to purchase it through a Garmin dealer.

This last weekend was apparently the "GEAR COLLAPSED ON LANDING" reported by 2 Mooney's - A C model at Riverton, WY and a A model at Carlsbad, NM - both reporting minor damage and no injuries. Last week there was also the very successful off airport landing by an Ovation pilot onto a highway in the Everglades National Park - only to be hit by a distracted driver that was passing the Mooney and clipped its wing - Geesh!!

The KAUS Mooney has yet to make it into the FAA's incident/accident reports which is odd

We had a fun outing to Catalina, including lunch on the patio followed by a hike around the airport perimeter to pet the Buffalo. We saw only 1 Buffalo today that was right on the trail that we had to walk around. Unfortunately one of the Mooney's had already departed when we took this. Mooney tail as far as the eyes could see!!! Proof we were at Catalina! That's Buffalo Bill that met us on the trail - Bill is very friendly and happy to see us For those that were curious, this gives you an idea of the local visibility when we got back to the shoreline by Oceanside. Down south in San Diego and Catalina we had Visibility of 6-8 miles at Catalina and inland but worse along the shoreline.

I've seen them jam, from doing that. You won't know for sure till you drop the belly pan and work the manual retraction cable and lever - it might need a little adjusting. But unless you reset and popped the actuator CB more than twice I really doubt it got chewed up. Plus that won't stop the gear from electrically moving the gear anyway- just prevent it from being manually extended; which is why I suspect its just jammed and still engaged.

David, As Anthony said, great PIREP and thanks for sharing. And you are first class gentlemen! One question, how long what the diode installed in reverse? And I assume it was reversed with the installation of the new alternator? Bummer to read about that but so glad you are behind that now. Are you still at 29.2 Volts? That is pretty high.