SoMooney

It's in the title

Hi Everyone, I got the opportunity to get into a partnership much closer to home and a nicer aircraft so I'm looking to sell my half of a Mooney M20F. Ive been partners with this guy for 2 airplanes and 7 years. Its been fantastic but with 2 kids now I just cant make the drive 45 mins to fly. Details are below. Asking $23k. I owe $10k on the loan and the monthly payments are $320 for loan plus $160 for hangar. We pay $75 wet into a joint account. Lycoming IO360 A1A, 1080 SFRM, Hartzell HC-C3YR- 1RF Propeller 1080 SNEW Garmin G5 Apollo GX-60 GPS Coupled to VOR/ILS CDI King KT76A Transponder King KY97A King KA134 EI Graphic Engine Monitor Brittain Accutrak Mooney Positive Control Wing Leveler Precise Flight Standby Vacuum Skyox System Aircraft Cover and Database Update Hardware for GX-60.

No! This is the closest MSC, that also happens to be who used to service my C150 and I had a few disagreements with and went elsewhere for service.

These are in flight, you can see one aileron is even and the other is up. This is the setup that the MSC said was in spec. Its this way on the ground too.

Thanks for the responses guys Browncbr - I have flown with it disengaged, it did this before the accutrak, we are certain it is not the servos pushing, but an aerodynamic issue. Cyril - All surfaces were checked and found to be in spec, however, in flight or on the ground, the ailerons do not appear to be lined up visually. So I'ld like to get the boards myself and check and perhaps adjust separate from the MSC. I'll post some pics of the ailerons in flight

Hi All, I have to resurrect this thread because I still haven't solved the issue. I put in an Accutrak and it works but when the needle of the CDI is right it dives hard to correct it cause of the turning tendency. I want to adjust the ailerons. Does anyone have a good work instruction on how to do this? Is it in the belly? I haven't gotten in there yet but my A&P said he took off the outer inspection plates and the push rod was pinned on that end not threaded.

I ended up finding one thanks!

Since the yoke requires more force when i turn left than right, even when the PC is disengaged. Wouldn't that imply the wing servos are pushing back? And that would go in line with what the MSC said about the wing servos not fully disengaging. I fixed the PC off button in, and adjusted the roll trim and it had no affect on the aircraft. So could they be getting vacuum from somewhere else independent of the TC?

The mechanics in question are not our usual guys, and because of a past experience with them on my C150 I have less faith in them than my usual A&P. I just wanted them to confirm that the control surfaces are correct. We entertained renting the boards but since they had them we preferred to just let them do it vs the learning curve for our usual guy. However in terms of overall diagnosis and repair I think I can pay the learning curve and the repair time with my existing A&P and it'll be half as much as these guys. As you can see merely checking them cost $300

It flies the same as it always has. Pulls right. So far I've oh'd the TC, the shutoff valve, tested the servos for leaks, had the surfaces checked (all already within spec). The only thing that made a diff was the right flap going down. annual is this week so we'll see if the gear is partially down.

Ha! I didnt notice they had a environmental fee. That's some BS I'm going to have to call them on. All I got essentially is to know the surfaces are correct. I did t want to pay them to diagnose the issue. I also noticed while flight testing that's it's harder to turn left then right. By that I mean the yoke requires more pressure. Even w the PC off. Arent there some springs or something that could be out of adjustment? Pretty soon I'm just going to bring the right flap down further and if that doesn't fix it just live with it. btw the right flap was already brought down the 3 degrees by us to try and fix it.

So update, I had a MSC check the control surfaces and they said that they are all within specification. They thought that when they disengage the PC from the yoke it lets go on the rudder servo but the aileron servos do not and that might have something to do with it. I may just have those servos OH'd to make sure its all working. We just had the TC and the valve that connects to that yoke button OH'd. Here are notes from a flight test, we also get speeds right to the book To get level flight the roll trim is set at 10 oclock vs 9 oclock on the last flap adjustment When wing leveler recovers, from a left turn it goes past level to right by about 5 or 10 degrees and then returns to level in 10 seconds or so. recover to level is much faster from left turn than from right turn Ball is not centered, about 1/3rd outside of line. If we hold the ball center and disengage the PC, it sill turns right

What do you have for a DG?