ijs12fly

@Robert Hicks Hi Robert, could I get a copy of the Service and Maintenance manual for the 1977 M20C Ranger - SN 20-1231 ijs12fly@gmail.com Much appreciated -

This makes one consider the failure scenarios for having Dual Elec Ign if you plan on flying across large bodies of water - US to Europe ....

David, very clean looking C- who did you interior? Good luck on the sale.

@Boilermonkey@Albatros Gents, would you be able to share the digital checklist again? The checklist above N6529U.fmd has zero size. Thanks Steve

Correct, Still have Vacuum AI, and new G5 DG/HSI, so glad to hear I will be able to use the DG as a backup AI if I ever had a vacuum failure in IMC.

Yeah, me too, i was dancing on the tops of a Solid overcast IMC layer. When the Alternator failed, the red Voltage warning light was not noticeable given it was a bright sunny day above the overcast. I never saw it. Harrisburg called me with an amendment to my flight plan. I looked down at GPS to see where I was vs next way point and just then the GPS shut off, hmm, thats weird , so then I went to Ack the ATC call and radio had only Static while transmitting. At that point i noticed the Volt warning, and the Amp meter in discharge. After alternator fails all avionics pull a pretty big drain on battery until you hit a threshold that things begin to fail. My old GPS (Appolo) shut down first in the high 10V range, radios could receive but not transmit at that same time. I squawked 7600 and ATC said they saw lost comms from me, so I then started to shut everything down (hoping to save some for the Elec gear). I knew the weather was calm - a 2000' layer, so I wasn't worried, except for other aircraft. I did have my Clarity Box and WingXPro, so I was able to navigate and watch for traffic. I saw a hole in the overcast, squawked 1200, spiraled down thru it and then shut Master Power Off. Then flew VFR below the layer and made it down safely. Back then my iPad only connected to my external Clarity ADSB box. So there was no downtime with a feed to the iPad. I was in an stress free spot VFR on top when my emergency happened, and it was great to have an iPad with GPS that didn't need to be reconfigured when i was trying to manage an emergency while hand flying. I don't want to lose this capability. This is why I started my discussion above, to be ready if this day happens. I plan to spend the extra $100 on an ipad with GPS, just so I can keep Foreflight running, I have to ASSUME that if the GNX-375 stops sending GPS, then Foreflight will default to the internal GPS of the iPad? I don't need cellular as I have hotspot, but having GPS makes sense for my use case. I will probably just keep my Clarity box charged, and if I ever need it, can sync it to the free FltPlan.go app that has a 6 pack view and the AI works with Clarity AHRS. I also have a G5 DG/HSI going in, I have heard some shops disable access to the AI screen. Anyone have first hand experience with the G5 and flipping from HSI to AI?

The situation I am trying to be ready for is that IMC day when the alternator (or GNX) fails and takes out the ADS-B input to my iPad running Foreflight. I would want to continue to navigate on my iPad while sorting out the issue. 1. Are some of you connecting to both the GNX-375 and an external GPS (Dual, Sentry, Stratus., ... ) in parallel while flying in IMC in case the GNX Fails. Does parallel connects even work, and how do you choose which one FF uses? 2. Or are you planning to just deal with it after it fails, turning on the backup GPS, and then syncing it up,... Keeping in mind if its a full Elec or Alternator Failure, you lose everything - GPS, Radios, Autopilot, Flaps, Elec Gear, ....) so your immediate workload ramps up quickly and having that backup GPS/AHRS online is a huge benefit to reduce the pucker factor. Nothing worse then hand flying it, having to grab a GPS out of a bag, maybe in back seat, fire it up, mount it, fiddle with the iPAD to connect to it, then back to the Foreflight,.... all while keeping wings level and altitude constant.

@Davidv How are you liking your GNX-375 with Foreflight? I have install finishing up in a week - a GNX-375 with G5 DG/HSI coming. I have never used Foreflight since I started with WingXPro and a Clarity ADS-B back in the day. Clarity ADS-B connected to iPad over WiFi and worked with everything but Foreflight. So I now need to upgrade to Foreflight, and will also need a new iPad while the Clarity will become a paper weight (I assume). iPad Question: Do I need an iPad with built in GPS (cellular model), or does the GNX-375 send GPS info along with ADS-B to the iPad/Foreflight?? How does the iPad connect to the GNX-375 / Foreflight - is it over Bluetooth, or Wifi? What is your backup plan if you lose Electrical and lost the GNX-375 ADS-B feed to the Foreflight? Do you have a backup ADS-B (Sentry, Stratus, ...) to feed your Foreflight, and are they both connected for use in an emergency? Just curious if there is a way to have 2 feeds to the iPAD that wont confuse things and how to handle a worse case emergency while in IMC with a GNX-375 failing.

@N201MKTurbo Hey Rich, Any chance you still have that CIIB radio coupler? Looking for an 1C388-2, or 1C388-3. Typically from configs that had an HSI installed. Thanks, Steve

@KyleG @Jake@BevanAviation Kyle - Do you ever put your Radio Coupler in any other mode besides HDG? Like: NAV, OMNI, LOC NORM, LOC REV? Would there every be a reason to do so? Do you know what model RC you have - 1C388M, or 1C388-2 (or -3)? I am doing a similar install (GNX-375, G5 and have the 1C388M, but shop has concerns with that coupler acting correctly for the HSI and all modes working correctly on the RC. So he is working with me to try to find a -2, or -3. Other challenge is I have older "analog" NAV/COMS MX170B. So I believe that keeps me from mixing new with old, and old will no longer work with autopilot. Thanks Steve

I finally (after 2 years) resolved my CO issue. When looking for the cause I tried all combos of Vents open/closed, heat on/off, no matter what I did the CO would be high in take off/climb/full power as well as when straight and level with power above 24^2. Pressure tested heat system, nothing. I even removed scat tube and put HVAC tape on my heat valve on the firewall to eliminate anything coming in from the muffler / heat exchanger. At the last annual I had all of the exhaust gaskets replaced, and engine shock mounts replaced. Turns out that this fixed the issue 100%. So the lesson learned is if there is CO under the cowling, it will find its way into the cockpit. None of my issue was related to holes in heat exchanger, rat boots, rudder boots, door seal, loose body panels, slip stream into main gear area, etc... I'm not certain why the high CO was only noticeable under high power if it were coming from leaking exhaust gaskets, I would have assumed it should have also happened at 24^2 as well, but it didn't. Also not sure if the shock mounts added to the improvement, maybe relieving some pressure on the exhaust slip joints.

Looks like the FL scam is active again. https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20J+201&listing_id=2391960&s-type=aircraft#

@Raymond J Thanks for sharing the pic's. Nice work. The only issue I see is if CO is coming from the panel below, the holes in these boots will not restrict flow of CO into the cabin.

@cliffy If the mouse boots are torn, do you have any idea how to you repair and with what material? It looks to be a green / brown burlap-ish type fabric.

@Andy95W Andy, how did you fabricate the new rudder boots? When you redid the seal in nose wheel weil what seals do you mean? I have been chasing a CO issue for some time and looking to try all options.