jamesm

Being that GPS it's single point of failure and not easy serviceable as ground based systems at my understanding. The world strive could cause one of these unstable or rouge nation(s) (north Korea or Iran or some other nation) create havoc on the rest of us if they start launching into space. In 90's I heard something about the I think it was called ALS (Advance Landing System) it made use of already existing equipment in our plane. I think Transponder and CDI as I recalled you were assigned a discrete transponder code and some how it tied in to CDI for course lateral and vertical guidance. I haven't heard to much activity on that topic I think heard mentioned but no real pursuit. I would nice to another low cost back up alternative should the GPS system outage becomes the new norm.

Keep in mind that various Mooney M20C model years especially in mid 60's had different size fuel tanks. Some fuel tanks were 52 gallon capacity, which has 26gal 156Lbs a side while other earlier years, I think some where 48 gallons 24 gallons /144lbs a side. I believe the tank sender resistance changed as well. my 67'C 52 gal 156Lbs a side indicated on fuel Gauge is a 30Ω. I am not sure but I think that the later year 'C' models like in the 70's may change the resistances for the fuel senders again. James '67C

for AD's you could try https://drs.faa.gov/browse/ADFRAWD/doctypeDetails AD's you would probably have to go to each manufacture web site

I might be interested... Do you know if there is a shelf life Intake boots? if so do you know how long?

Here is a post that I did on the RCAllen RCA2610-3P mini6 instrument. Hope this helps, James '67C

To clarify my previous post .... I stuck with more tradition route, Used the overly priced Electroair EA-15000 switch panel. I would have rather of used off the shelf higher quality switches. Didn't want to draw attention or create potential of what category is my ignition switches are they minor or major repair/alteration problem/discussion/conversation . James

I have one installed in '67C a couple of things that bothers me, is start button has no real guard around it. so if you bump the start switch or if a unsupervised/curious person decides to press the red button, because everybody like pressing the red button, especially the red button you are not supposed to press it will turn over the prop. I pull the ignition CB to prevent this. The rocker switches are kind of cheesy and could have deeper guard around them to protect inadvertently bumping the mag switch(es). The other thing is with SureFly ignition installed, the engine runs so smooth on my left magneto it is real easy to start the engine and then taxi forgetting to turn on my right magneto. What is great about the EI CGR30C/P engine monitor has indication above RPM/Tach showing me when the magneto is off. If you have two magneto installed they don't provided you the wring diagram to incorporate the shower of sparks (starter vibrator) circuitry. When going from the Bendix ignition key switch push to start switch to the two rocker switches push to start switch. I have had it installed for about 4 plus years no problems, it works great. Just my observations. James

I have the RCA2610-3P Mini 6 to replace my Turn coordinator. I can only assume that they are similar minus the Pitot Static connections, Attitude, Altimeter, Airspeed (knots only), and rate of turn functions. The RCA2610-3P unit does tie into pitot static system in it and the Pitot Static lines are opposite sides of the G5's the and the RCA battery & battery management seems to be week (on my 3rd battery didn't want break Pitot static system to sent it in) great support. I also have 2 G5's which has some known heading issues with as well. So when there is a heading difference between the G5 and the RCA or the Whiskey compass, for me, It really hard to tell by time that I noticed the heading error whether it's G5 or whiskey compass or RCA magnetometer as to which one is the accurate one. Since I am usually busy flying, I haven't figured out a way to determine who is correct. For most part they all agree it may take a little more time to come into agreement. Since I have tremor in my hands, I really like Garmin's tactile knob feed back when you turn their knob(s) the RCA is not so noticeable it more like a Aspen not so pronounced as Garmin. But it sure beats vacuum processing non slave DG's and it's nice having a heading bug for my Instrument training. Just my 2 cents, James '67C

Did you mean Mooney ? or in the future you are planning Mooney refurb kit or??

Perhaps I didn't articulate what I was trying say very well.... But as you stated below should generate less questions and less suspicion by the DPE, that is what I am going for. Thanks again, James

I have tried creating my own spreadsheet it seem like every year however much like a new year's resolution I never seem to finish it or I get side track or keep changing the formatting of the spreadsheet. The last time I tried to do AD's search from the FAA AD's (DRS or whatever it's called) web site, it seem like when I did Engine or Appliance AD's, I was getting varying number of AD's from the search output. I would try putting in say serial number or no symbols in part number / model number as means method as a cross check to verify number of AD's were correct and valid. Since I wasn't getting the results that I was expecting I am suspecting the my search strings are causing issue with the search engine, or am I missing something? Also helps foreknowledge of various history of the Engine and appliances manufactures. The reason I am asking as I hoping to do a check ride this year (fingers crossed), one of the DPE was asking see AD's and history. Now grant most DPE's may not look to this degree AD log but I figured if I used well known AD database it wouldn't cause question. My thought was if I did outside AD search say every 5 to 10years it would be a way cross check my work make sure thing don't slip through the cracks. I am looking into getting my IA in the future but haven't decided yet. They are getting hard to come by. Thanks for everyone's input. James '67C

Is there known good aircraft airworthiness directives service subscriptions or method that people use or Suggest? or one's to stay away from ? Thanks in advance, James '67C

Another thought..... is that Maybe they just want to clear up reoccurring AD's and get them down to one. (depending vacuum pump and ignition switch replacement status). Then it would be down to one Greasing the landing gear as the only reoccurring AD (if I am understanding it correctly). Either way I could see why it's a concern. James'67C

I believe this statement to be correct... The ol Delco Remy 50 amp generator is pushing 10 times plus the amount of current through it's spinning brushes and commutator circuitry making it heaver but produces cleaner power (without less external filtering circuitry less whining) but also needs to be spinning faster (coming in speed) for it to charge the battery , as oppose to an Alternator which spinning the field circuit much lighter in weight and pushes something way less than 5 amps of current for the field circuitry. James '67C

I guess my biggest problem is that I am a hardware guy stuck in the software world. I have both the GNC255(VOR,ILS NAV/COM) and GNC355(GPS/COM). As newer technology comes out so does the components short life cycle that goes into them. The GNC255 has given me no trouble and I believe that the mic gain are controlled by old school potentiometer with some software adjustments. The GNC355, I have had some problem with the Mic gain issue, this all set through software setup. It is different for the Mic gain adjustment than I am use to, when I ran the sound board at church. One day I was extremely fortunate when I called into Garmin, I happen to speak to one of designer of the GNC355. He knew exactly what my problem was and was able to give me a fix / workaround . What was happening with GNC355, I would set the mic gain through software setup something like +6db or +12db and Com transmission was fine but when I flew somewhere and say I went to lunch shutdown the plane. But when came back after lunch startup the plan the mic gain would return -12 DB ( or what ever minimum level was) but no body could hear me transmit. This could be huge problem depending on what airspace you fly in. This was real head scratcher of a problem since I had two different unit acting the same way couple different people inspected all my wiring all and the quality cables connectors ,coaxes and workmanship no problems found. Supposedly there a real small percentage with this problem I was lucky enough to get 2 of them. Since then Garmin has fixed the mic gain issue through a firmware update. I think I had one first ones off the line. I have very little complaints about either of the units. At time there wasn't very many choices for new NAV/COM's. but with High priced Avionics, certified requirement and short life cycle for electronic components obsolescence makes hard to fork out money when what you have works. For what it's worth, James '67C