Marauder

As some of you know, I recently upgraded my panel to include a GTN 650 and an Aspen PFD/MFD combo. I have been flying with it to gain familiarity with the new technology and to work out any gremlins. Moving up from VOR/LOC/GS has been an interesting journey! And I can't believe how much I was missing out on! For those of you with GPS WAAS systems, does the GPS signal ever drop out unexpectedly? I had one occurrence of it about a week ago while flying a practice approach. It was on a transition from GPS to an ILS. Shortly after moving over to the localizer, the GPS announced a GPS signal loss and a LOI message showed up. Is this normal to see these? Are there websites that can show GPS outages? I know about the RAIM prediction tool in the GTN, are there other tools? It only happened once, but I wasn't happy to see that on an approach. Can someone explain to me how exactly the "suspend" mode is supposed to work? More importantly the timing of it. On one ILS approach I was asked to fly the published procedure turn (with a hold). The GPS showed the entry to the PT and I proceeded to fly it. During this entry, I was told to expect a 10 minute hold and I hit the suspend button. The hold pattern was depicted in magenta and I was able to fly it. When I was cleared for the approach, I wasn't certain when I could unsuspend it. I waited until I was on inbound leg and it seemed to be fine. Could I have hit it sooner? I was on the outbound leg of the hold when I got the clearance. Speaking of transition from GPS to localizer, the GTN has a feature that allows the unit to automatically switch from GPS to localizer. Even though I had this turned on, I still had to switch manually (the CDI button on the GTN) from GPS to the ILS (was under the GS and had a valid localizer signal) because it never switched. Anyone familiar how this is supposed to work and if it can be programmed to be turned off by the avionics shop? I am wondering if some installations (like those with Aspens) require it to be turned off. As for the Aspens; I'm impressed. Like any big purchase, I had some buyer's remorse. After flying with them and seeing firsthand the integration and additional functionalities you gain (like winds aloft, obstacles, etc.), I am glad I made the decision. Just having all of your navigation and situational awareness information in front of you while in flying is a big plus. Add in the integration with the older equipment and it makes for a common sense approach to upgrading an older panel.

Ah, the proverbial technonerd. I was one at one time. College tuitions put an end to that. You can drop a lot of money on the latest gadgets. I have become more deliberate on my technology upgrades, primarily because of cost. I like the new bells and whistles, but now I weigh the cost versus benefit factors.

Most avionics shops have the capability of cutting the panels themselves. I would ask the shop you are working with if they can make one for you.

I hope the larger iPad works out for you. I just couldn't find a place to mount it that worked for me, I tried the RAM suction mount on the side windows - nope, either in my face or too far away. I tried the RAM mount on the yokes -- nope, blocked too much stuff on the pilot side, worked on the co-pilot side as long as no one was sitting there. Tried a kneeboard -- possible, my approach plates were partially blocked by the yoke. Could wear the board MUCH further up the leg (if you know what I mean). Tried -- a rubber shock protective cover on the iPad -- nope, had to put it down between the seats and pull it up to look at, not very convenient. After looking at the iPad mini, I decided to give the Nexus 7 a try. The mini is expensive and the Nexus 7 is considerably cheaper. First couple of flights were good. Has built in GPS and a small enough form factor to sit in between the pilot yoke handle in portrait mode. Never lost the GPS signal. Readable (I think better than the iPad because of its lighting). I am waiting for the new RAM mount that is supposed to be coming out. I have seen some reports on the X mount that says people are seeing their device slide in turbulence. Holding it up where the RAM mount would be looks promising from a reading perspective.

It does sound like the mechanic is hitting on the most obvious possible causes. His approach may be different from what you are used to, but troubleshooting these kind of problems can be difficult. It's not like you have an obvious broken component he can see. Intermittent stumbling as you described can be a few things. If you have oil on your mags, it would be a logical place to look. The airspeed relationship thing may be just coincidental. Fuel is another possible concern. Trapped water can show up anytime. If you are fuel injected, the injection system is another possible culprit. Sometimes it is just a process of elimination.

I think Oscar spoke about losing one of the cameras using the suction mount. According to their website it is it is is supposed to be good to 150 mph plus. Doesn't sound like the correct mount for aviation at the speeds we fly. http://gopro.com/camera-mounts/suction-cup'>http://gopro.com/camera-mounts/suction-cup GoPro sells an adhesive mount that will work better. I have used them on land based vehicles that go through a lot of weather and rough terrain. But you need to remove them with a hair dryer and I wonder how they would be on airplane paint. http://gopro.com/camera-mounts/curved-flat-adhesive-mounts'>http://gopro.com/camera-mounts/curved-flat-adhesive-mounts

Or this little gem. Tower: "Mooney X, you are cleared to land" Tower: "Gulfstream Y, go around" Gulfstream: "Tower, it costs $1000 to do a go around" Tower: "Gulfstream Y, do a $1000 go around" Can't remember where I read that but it was pretty funny.

Not all Mooneys have the luxury of dropping the gear at 130 knots. In many of the older Mooneys the gear VLe and VLo is much lower (104 k in my plane). I can't just drop the gear at the speeds you are talking about. As was mentioned later in the thread, it is all about power management. Set the power correctly, configure the plane accordingly, run the pre-landing checklist and then confirm. When I am in a standard pattern, I slow enough to get the first notch of flaps in. Enter downwind at 100 knots, drop gear at mid field and reduce power to 14" MP. This slows me to 90 knots. I trim for hands off at 90. I run the BUMPS list (Boost, Undercarriage, Mixture, Prop and Seatbelts). Turning base I drop to 13" MP, slow to 80 knots, trim for hands off, check and call out "Gear Down". On final, I drop in the last notch of flaps once the field is made and slow to 70 knots. Final gear call out. I think the reason some guys land gear up is they are flying by speed, not power settings. If you don't pay attention to the power, you can certainly get the plane to slow down to landing speeds at a lower MP with flaps alone. Throw in a winds or a distraction, I think it is easy to forget the gear.

Good topic. Knock on wood, mine was a failed exhaust stud. After the stud failed, the other nut vibrated off. The engine analyzer showed the drop off of the exhaust temp but still showed cylinder temp. It sounded like a Harley without an exhaust in the plane. And like your situation, I was dealing with IMC. Once I figured out whati thought was going on, the next thing thou my head was the fear of fire.

Sent from my Nexus 7 using Tapatalk HD

Exactly, that is why I use a hammer drill on all of my airplane fasteners. Not mention using the red Loctite on the threads too. You're toooooo funny! Sent from my Nexus 7 using Tapatalk HD

Bummer. How many hours on it? And which model?

You don't like your quadrant?! When I am flying mine I feel like I should be calling out V speeds!

Pretty funny. Unfortunately true. In the multi-billion dollar weight loss business there are millions of people who pay companies to sell them prepared meals. Something you could do yourself if you took the time to understand the caloric/nutrient factors. People often look for a quick solution rather than taking the time to understand the cause of the problem. I was one of those people who bought prepared meals and after I got done eating enough cardboard meals, I knew there had to be a better way -- there is, measure, know and understand what you eat! Duh! I have been able to keep 75 pounds by investing the time in understanding the problem. All of those diet plans are nothing more than different ways to address weight loss. The same common sense approach exists for engines! There is enough information out there that clearly says our engines will rust inside out if they are not flown enough. There are several warning signs that an engine has a problem with rust. The primary ones for our top mounted cam engines are rust on the cam itself and cylinder wall rusting. This causes pitting. For the cylinders, the A&Ps I have spoken to say that is the first sign they see with rust is pitting of the cylinder walls leading to poor compression. That is why you don't see them pulling a cylinder at every annual looking at the cam. The health of the cylinder is an earlier indicator. That is what prompted my question regarding what the rebuilders are seeing. I think of them as the guys doing the autopsy on the fat guy. "What was the cause of death? Too many bacon cheeseburgers." I'm not saying that CamGuard doesn't work. I hope it does but I just don't know!

We prefer to call it the Jet-like Flight Deck Quadrant

Judging the torpedo heating was tough. I bought an IR thermometer a few years ago and it made it a bit easier. The setup and tear down is what is getting to me. It would be nice not to have to deal with it. Was the install cost fairly reasonable? I will tough it out for the rest of this winter and try to get one installed with my annual. Let us know how it works out!

Of course it will be in the 60s over the next few days! Let us know how it works out. On my last preheat with the propane, I realized that I'm getting too old for this stuff!

You just do carpets?

And that is an even better explanation!

Duke's explanation is spot on. And a place to start when trouble shooting (battery). The amount of power drawn is relative to the voltage. If I had a 14V component draw 10 amps, it would draw 5 at 28V. If your battery is low, more amps would be required.

Don - can you post a picture of your "PVC device"? If I can see the parts, I'm sure I can figure out what fittings they are.

I love watching everyone see how far they can urinate up the wall. Has anyone asked any of the engine rebuilders on their findings? Surely that is the true measure of success, is it not? Or perhaps some A&Ps who have worked on engines with and without treatment?

It's the "getting" part that is not free!

Looks like his iPad was his co-pilot on that flight!

I experienced a Mooney spin first hand during my complex checkout. The young CFI who was giving me my obligatory 10 hours of "complex" time was trying to demonstrate a power-on stall. He was very uncoordinated and it came back to bite us. I was really surprised how fast it developed. My most vivid memory of the incident was the ashen appearance of the CFI after we recovered. I developed a healthy respect for coordinated maneuvers from that experience.