ijs12fly

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 tired 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.

@chrisk Did you ever figure out what was causing your CO issue? I am chasing a CO issue as well at high power level and during climb.

Hi @tomatl So are you saying the panel with the 2 pieces of Red tape is where all your CO problems were coming from and it had nothing to do with the wing roots? And by repairing a few screws and tightening screws that fixed it. I have a few holes in my rudder boots that i believe are above that panel and perhaps that is also a source of my problem. My home airport is one airport away form 39N so I may have to visit that shop. Do you have a contact at the shop you worked with? I am also chasing a CO issue for 2 years now. Mine happens under full power in climb, and even during high power in cruise. 24^2 and its usually pretty good, and that is with cabin venting on.

@Adi So you never mentioned what happened with your CO issue? Did you ever figure out the cause? I have a 77 M20C and see high CO during climb (sometimes 20-50 ppm) and then it goes to <5 in cruise 24^2. In cruise if I push the RPM and MP up to 25 or 26 squared then the CO climbs. Had two shops leak test the exhaust and so far can't figure it out.

Forget the stick, read the rivets!!! I have never had a need for calibrated fuel sticks. When I got checked out (2006) by John Pallante (used to be a MAPA president, CFII, M20J owner....) he taught me how to check the Fuel Level (in my M20C) by reading the Rivets inside the tank. If you are on the Pilot side, looking into the fuel tank opening, the Rivets are at about the 2 O'Clock position (with 6 O'Clock facing in front of the plane) - on the back wall of the fuel cell. The top rivet is 1.5 Gal down from Full, Each Rivet below that is 3 Gal. So lets say I see the fuel is 2/3 the way down between the 4th and 5th rivet I would count: 1.5 + 3 + 3 + 3 + 2 = 12.5 Gal's used. I have a JPI Fuel Scan 450, and I am within 1/4 Gal of accuracy for both tanks combined on every fill up. Once the fuel gets below 15-18 gals used in one tank (my tanks hold 26 gal each) then the accuracy gets a little worse. However after a lesson learned I wont take off on a tank if it has less then around 10 gals (1hr of fuel) in it anyway. I had a bucking issue after taking off with around 7-8 gal's in the tank. The guy at the FBO had an Ovation and mentioned in his POH it says not to take off with less then 12 Gals. M20C POH does not mention a limitation. Once I topped off the bucking stopped. The only challenge is on really bright sunny days - sometimes tough to see in the tank with glare - but you can always shade the view with a checklist, baseball cap, etc and if needed grab a LED flashlight to see better. I have been doing this since 2006 and have never had a need or desire to purchase a fuel stick. I can't speak for other models that have different size tanks. But you could take your time one day and calibrate the Rivets as you would a stick, and you will never misplace your Rivet trick, its always installed in the tank!!! Good luck.

But is there any notable performance improvement? 10kts, better fuel burn, maybe it pays for itself if you fly enough, maybe not. Please tell what you have both seen before vs after. Sent from my iPhone using Tapatalk

Ok good luck restoring your files, please let us know when the factory is up and running again. Sent from my iPhone using Tapatalk

How did they do the lettering on the switches? Sent from my iPhone using Tapatalk

Ditto - are there available "LDG Lite" switch covers available?

Background: In the 1990's I worked for the DOD as a civilian engineer in charge of radar systems that track Missile launches. In the 90's Theater Missile Defense was a top priority of the military. I have participated in 100's of missile firing efforts across the globe and I know how the military conducts exercises and the methods/procedures that are in place to insure safety and success. When I first attended a Caravan in 2015 as a passenger I was expecting to meet a group of folks who were all good pilots, big ego's, and had some experience and figured out how to do formation flying. I couldn't have been more wrong with my "outside" view of what formation flying was going to be. My first experience started with a flight brief by a Lancer Test Pilot. Not Lancair, this pilot was a Boeing B-1B Lancer Test Pilot who contributed to much of our training philosophy (as well as a long history of prior military and professional pilots input). The pre/post briefs were a carbon copy of what I had sat thru at Launch Control during my many years of missile testing at White Sands missile range, the only key difference is no one was wearing camouflage (while many I am sure have theirs hanging in the closet). The Formation clinics and flights are as good as any military operation I have ever been a part of. 2018 I flew in my first Caravan, and came back this year in 2019 and brought my son. I will be back in 2020, 2021.... My son was my passenger this year, and for 5 days in a row since we returned he is asking when can go up and do some 4 ship work. He loves it, I love it. The pilots give a lot of their free time up to help folks that are interested in learning. There are no ego's, those with experience are willing to help anyone and answer all questions. But mostly its about building new friendships, sharing knowledge, and fine tuning our skills as aviators. My only suggestion is for some of the folks here that have interest, doubts, fear, suggestions, concerns, curiosity - Come and attend a local ground clinic, you may surprise yourself with what you can learn. Maybe you do or don't take the next step and try it for yourself - it doesn't matter. The minimum thing that will happen is you meet a room full of folks that all love flying Mooneys and have a combined knowledge of 100's of years of flying Mooneys. I have learned more about recognizing and resolving mechanical issues, how to fly with no flaps, and how to get back to Stick and Rudder with my head up looking out the windscreen. Since I started formation flying my landings have improved dramatically. We use no flaps, i carry a little power, and this year when we landed at Osh on my Leads Wing, my son turned to me and said, are we down yet, I smiled!

Janat83, The link I shared has the following info: "Here is the settings I came up with and use for approaches in my 77 M20C. The beauty of this is how simple it is to use. I am 2400 RPM, 18" Clean Approach Level at 100mph (about 90kts). As soon as I intercept the Glide Slope - I do not touch RPM or MP, I simply Drop the Gear, Drop Flaps to TkOFf, and Pull Carb Heat. Wait a few sec and I have a nice 500 FPM decent. " I only use the top 2-3 LINEs in the matrix below for approaches, and of course the Missed Approach config on go around. I have 120MPH settings there as well but have not yet moved up to flying the approaches faster. Hope this helps sf

Scott, The Cable is 49" long. Any chance this is what you have from your J?