jamesm

Hi, I have a Bendix S200 magneto approaching the 500 hrs inspection/Overhaul coming due on 67C with a O360-A1D. I am out in the PNW. When the Engine was overhauled in ~ 2010 the company that overhauled the mag used some old capacitors stock laying around and failed shortly after with about ~84 hrs on the mag. The Left Mag didn't make to it's next 500 hrs AD inspection/Overhaul. However the right mag ,which was overhauled at the same time in 2010, was ok. So I had them Overhaul the Left mag again in 2015. The company who overhauled the Magnetos in 2010 I believe moved to Montana but not sure. I installed a SureFly SIM in the left side in 2019 and I had local guy overhaul the Right Mag and last guy who overhauled my right mag is no longer in the business. I am curious to hear who people have used to overhaul their Bendix S200 magnetos. their experiences ? and recommendations ? Thanks in advance, James M20C

interesting on my 67'C the smaller duct shown in your picture is just capped off. wonder what made them decide is or isn't needed and what is it's purpose?

Something to think about..., which autopilot(Avionics) is going to be supported in the future. The younger Me got really good at picking the wrong Avionic brands to buy either they became obsolete or no longer supported or really hard to find someone to work on it, without costing me more than if I went with Garmin in the first place. Yeah I know people don't like Garmin, I get it. When you start ingratiating different Avionic brands together becomes a real big kludge. that someone going have to pay money and/or time to get it fixed whether be you or the next owner, and finding someone who can work on it if the brand is obsolete can be a bit of a challenge. If the product support is still around and the knowledge is still out there to work on it. Yes, Garmin has it's problems too. I could be wrong.... but there is going to base autopilot installation price that you are going have to pay where it be Garmin, King(Bendix/Honeywell or???) , STEC, Avidyne, Brittian, Dynon, or whoever. So your are going have to pay the base installation price doesn't matter who's the manufacture of the Autopilot is. then come the features you want. In My humble opinion get one that's going to be around and stand best chance in being supported in the future. So you probably don't want to take my (younger me) advice just something to think about. People mock the port-a-pliot (not approved for Mooney) but I like the simplicity concept. https://www.portapilot.com/ Good luck in your search. James '67C

A question on sequencing on a Go Around (for a manual C model sorry I am the wrong forum). So doing some instrument training an instructor found it odd that I would raise the gear first before applying power (Throttle). The flaps I never extend flaps just place the flap diverter valve lever to down (Manual flaps 100MPH limit). Is this bad habit on my part? or? Thanks bring this topic up, James 67C

this is dated but here is what was available about 2 years ago hope this helps, James '67C

Snowbird Mooney on FB did a comparison on the I think it was between 3 blade Hartzell v 2 Blade McCauley prop on mid 60's C Models. .https://l.facebook.com/l.php?u=https%3A%2F%2Fyoutu.be%2FrEx4EzV4NJM%3Fsi%3D4RMULGDEmuZ8hZkY%26fbclid%3DIwZXh0bgNhZW0CMTEAAR64Xg2d9PKKDhfq0o3eC7S73m4z3ArfH99l0tcqTjPpFgkOFuYekaTu-ql07Q_aem_vlkrXj_JK4ci5At8yrLD9w&h=AT14nNGXlgnae3C_NK13855G-M7WfBYhUwHORlkZeSNQWGOqHMEGNl1aM7_uHGMG5LVa4kd2hm1fQrMe7VkxD2R82sOz1zx2fWCOanbn2iPJQG-7uD-hnWqxf95rWr4AppPCVJGqGuYzWkUaO6KdRmI&__tn__=H-R&c[0]=AT1XEye8FKfVKCOniIFJrQYQ5BewEmJLQw2PoJKpj3OopcySmphbjj6tfdMl3idb8kaDx0-6KI58LomJQOcsFj1ERS-CmWW3UeuHIDVERq0r_1mlkSCrFoq1-Cyf0sxOqcyxlp1Ea6hykjlQbmxCXyX-_g9jOe0MS5lM-sjSeLc2jFMH7Ec Top Prop 2 blade is about 3 lbs heavier than the Original 2 blade Hartzell Prop but on C models gets rid of the "avoid continuous RPM" operation restriction in Cruise. if I recall correctly on the 'E model it reduced the avoid continuous range operation in Cruise.

De-Pin the RS232 TX | RX signal from the connector (TX| RX depends on which prospective you are looking from) then split/splice it. I am not big a fan of this method but due limited signals I don't have much choice however Garmin does this a lot.

Do it the right way once with RG400 Coax cable so you won't have to do it again later. One and done. Make sure you have good ground plane connection(s) and good sealant around the antenna.

What level of subscription is Foreflight grading available? to get Cloud Ahoy import my flight data, I go to track logs tab, select the flight I want to upload then select the [^] icon (box with up arrow) then select Open in KML import into Cloud Ahoy. I have the ForeFlight Essential USA subscription. level I don't see or I don't have something configured correctly. TIA, James

how does this work? I went to Cygnet site and didn't see any STC for Mooney's. Does remove the reoccurring AD77-17-04? just curious, James

I may have misspoken ... regarding both G5 coming up as ADI's in the last few flights about the same time when Nav DB was due. so last week I loaded Nav DB in to standby, since the Current Nav DB had not expired. I had to manually switched from Standby to active for Nav DB to this months Nav DB (GNC355 & GNX375) . Once I did that the last two flight it have come top G5 ADI lower G5 HSI like almost always does since 2017. My original Post was weeks before for Nav DB expired and I believe it was power problem. As for the Avionics master switch, I reluctantly installed. one of person who installed my GFC500 Autopilot said I needed one. So I called Garmin and asked me not having the installation manual for the GFC500, I said show me where it says I need an avionics master switch however they never sent me the documentation stating the autopilot's must have an avionics master switch, but said Garmin phone support said I need a avionics master switch. I didn't use a relay way too many points of failure. it's 35 amp Circuit breaker/switch for avionics master switch. It's odd to see my configuration when it powers up to see both G5's come up with ADI's displayed. I suppose there is many different was to configure them. But when almost always comes up with Upper G5 as ADI and lower G5 as HSI probably ~98% of the time or more. I was curious to know if it was indication of what troubles could lie ahead for me. Just don't want to happen in IMC or check ride or some other poor timing. James

when both G5's come up in ADI is not correct configuration. I have rarely ,if ever, have seen both G5's come up ADI. I am pretty sure that it's not a CAN bus or power bus issue since all the starts done over last many years the G5's come up in the correct configuration as expected. Older model Mooney's Did not have a separate avionics bus breaker/Switch. The point I was trying to make is even if circuit breaker pushed in can be deceiving and give indication that it's working when it's not and over looking the G5 and me overriding to get the lower G5 to go into HSI mode should have been first clue. I will have to see next I go flying.

I discovered an interesting anomaly while doing some instrument flight training the last couple of flights . When power up both ADI / HSI positions came up as an ADI. I thought it was weird but dismissed it by going to Lower (HSI Position) and selecting HSI and thought nothing of it other than that was weird the flights were IFR but in VMC conditions so no real threat. Both G5 were displaying as I expected. So I had the annual last month or I working something dealing with avionics like update to the Nav database and I must had pulled circuit breaker. about week ago started back up on the instrument flight training. until today it happen again but I believe I caught it today, this time the battery symbol something like 40% . cycled ADI position G5 CB and the battery symbol went away. See if comes back tomorrow. CB for ADI G5 was pressed all way in but yet it still came up on battery not sure if it was a one off or something lurking for me at a later date. I suppose I should have caught the first time but maybe my rambling might help someone else. James M '67C

for 7 years I was getting intermittently TAS fail message and the installer ghosted me and then sold the business and finally went business bankrupt. Turns out the installer used wrong COAX connector (was told a seasoned Avionics tech told me that the W5 coax DB style connectors had a lot of issues) still had problems. When it came to transponder calibration every 2 years and either not having the procedure and some repair stations unfamiliar with procedure to put in maintenance mode to do 2 year transponder check. coupled with WIFI PED having issues of dropping the IPAD connections. Once great support faded like all business when they switch from engineering mindset to a purely make the most money business model. I elected to replace it with a Garmin GNX375.

Yep had similar thing happen to me in 67C certainly an eye opener especially after my brother who was flying at the time had just closed the Cowl Flaps and then heard a thud.