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Great decision in wanting to do the upgrade. Upon purchase I had mine done with the assistance of Don Maxwell and I am really happy with the results. Here they are looking so good I ended up redoing my panel as well a few months later. Sent from my iPhone using Tapatalk
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500 Hour past TBO Rocket gets OH
81X replied to Yooper Rocketman's topic in Modern Mooney Discussion
Same here. It would be nice to have a good overhaul shop that has somewhat sane pricing and it looks like Jewell might fit that bill. -
When I say that an autopilot, or even an airport approach system may not be calibrated with enough accuracy that you should count on a good approach below mins, this is what I mean. My home airport, the RNAV approach was leading you to about 25 feet right of the right runway for several years, every time, and not just my airplane, and then eventually I guess it was re-charted and fixed. OK yeah, in an emergency I supposed I would rather be dropped off 25 feet right of a runway, but you get the point. The data base was literally not accurate enough to allow a low approach to 50'. OK, it has mins of 406' for that, RNAV 24 into my home KPTD, and yes my KFC200 will ride that glide slope right to the ground if I don't disengage it, but where on the ground it will drop you off may not be on the numbers as you might expect. This is essentially the same topic as expecting to measure anything beyond the calibration of your device. Get on your household scale weigh yourself and write down your weight: I am 212.245353534 lbs right? My scale reports 212.2. How shall I interpret it? Without further information I interpret that as 212.2+/-0.05. In any scientific experiment the further details of calibration are provided. In this application of approaches, the device is reported as such that "don't trust the process below 200' " and the sources of error are the autopilot, the approach signal and calibration itself, and the human pilot. A Cat III has been designed differently.
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You can get the shafts from Mooney. You'll need to go through an MSC to order them. You might also get the yokes from Mooney as well, but it's a lot cheaper if you can find them second hand somewhere. Be careful buying shafts. They are different between models. So if you find them used online somewhere, make sure they will fit your C. You might find an old set of yokes for a J or K and then have them covered in leather at AeroComfort in San Antonio. I can tell you from experience, it makes a really nice upgrade to your cockpit.
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Pulled the trigger yesterday on the PF. It was about 2200.00 more than the stock exhaust. A hard pill to swallow either way, but at least when it’s done I’ll be excited to pick it up, as apposed to, crap that was expensive and it’s still the same.
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We have a M20C with the control shafts approaching the ad inspection timeframe. Does anyone know where I could find the required components to upgrade to the 201 yokes/shafts? Thanks!
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M20F Fuel Stick - I know I know
Bob - S50 replied to sdflysurf's topic in Vintage Mooneys (pre-J models)
I have a "J", but if the tanks are the same as the "F", here is a PDF file that contains the markings for our airplane. Cut the paper to fit in the FuelStik so that the mark for 11 gallons is at the very top of the rising indicator. If you'll notice the notes (which can be left visible on your stick), for our airplane it takes 7 gallons of usable fuel to just wet the area under the filler cap. It takes 11 gallons usable before there is enough fuel to float the riser. If your plane has 50 gallons tabs, fill a wing to the tab and see if the FuelStik indicates 25 gallons. If it does, you should be pretty close. We did not calibrate above 25 gallons. Our reasoning was that if you need more than that, you can fill to the tab and then meter in the amount needed to bring you up to the desired fuel level. So for example, if you need 54 gallons and want 27 gallons/side, just fill to the 25 gallon tab and then meter in 2 more gallons. Done. Fuel Stick.pdf - Today
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From a purely practical, "get it on the ground" position... my autopilot will take me all the way to 50' or to the ground. Any runway with an ILS will also give me quite a bit more margin in my Mooney than you'll have in a commercial jet. The width and length of the runway and the small foot print of my Mooney means that I don't have to be as precise and still am able to get the wheels down and stopped on the runway. I'm not trying to make an excuse for being sloppy, not keeping the needles centered, or landing on the centerline at the captains bars. I'm just saying there's a difference between getting a semi truck into a parking space vs a go-cart. So worst case scenario... find a runway with an ILS and ride it all the way down.
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I produced the attached chart showing the mapping from the "Universal" Fuel Hawk (0.012 AMU) to the Mooney M20E fuel level mapping by adding fuel a gallon at a time. Surprisingly linear. I just could not do the wood stick thing. Then I made a table that I taped onto the Fuel Hawk--has served me well.
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AOG! NEED AN OIL TEMP GAUGE AND SENDER
Spike Kavalench posted a topic in Vintage Mooneys (pre-J models)
My M20B just had an engine change and the oil temp sender got damaged. The gauge is not factory original so the stock,part won’t workso I think I need a whole new gauge and semder assembl6.. it’s a 4 week back order from Aircraft Sprice for a UMA setup.. Can anyone help with ideas or parts? Yeah I know. It’s ancient, and upside down. ..So am I. -
I found the cowl flap thing. It is in the CAR-3 and part 23 certification standards. So, the mooney would be required to have a CHT gauge.
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Apparently, it is not required. https://www.law.cornell.edu/cfr/text/14/91.205 If it is listed in the type certificate then it will require an STC to change it.
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Not sure exactly what could cause the broken plug. It looks like it got real hot. Was there anything unusual going on with the EGTs and CHTs ? Have you checked your GAMI spread to see if you have any rich or lean cylinders? As far as the severely fouled plug is concerned, those deposits came from somewhere. And that plug looks like it was running cold. Both of 6hose things could indicate a very rich mixture in that cylinder. How long had it been sense those plugs were cleaned? have you checked your timing? Read this: https://www.championaerospace.com/wp-content/uploads/2015/06/AV6-R-Aug20141.pdf
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There’s no way a Mooney muffler only last 500 hours. Mine is several years old and I put 600 hours on it and it still going OK. No flame cones though, nothing in there to obstruct the outlet of the exhaust and make you crash either .
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Not sure exactly what could cause the broken plug. It looks like it got real hot. Was there anything unusual going on with the EGTs and CHTs ? Have you checked your GAMI spread to see if you have any rich or lean cylinders? As far as the severely fouled plug is concerned, those deposits came from somewhere. And that plug looks like it was running cold. Both of 6hose things could indicate a very rich mixture in that cylinder. How long had it been sense those plugs were cleaned? have you checked your timing?
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Can you add a picture? I might be interested. Have made various tools over the years with mixed results. The V channel shown works well, but occasionally still causes slight mess. Lately I’ve been using this with positive results, but not perfect: https://www.aircraftspruce.com/catalog/eppages/oilfilterbibs.php?gclid=CjwKCAjw0JfdBRACEiwAiDTALl3WaRp6t9RpRKXOFLejQYjSznWxIqBCUlyQKeXwimt_ERkccjvh1BoC2X8QAvD_BwE
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RDU was a zoo on Tbursday, I can only imagine what it will be like today (Saturday)!
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Impossible to Find NOS Hoskins Strobe Tubes - $110 each shipped
bluehighwayflyer replied to bluehighwayflyer's topic in Avionics / Parts Classifieds
One is sold but I have one left. The part number is 202814. Thank you, Jim -
Drew joined the community
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That is similar to my E. The vents between your legs are both, heat and cool. If you are getting warm air, then your heat valve is leaking. The heat and cool knobs control the flow of air to the mixer box on the copilot side. The big orange tube on the copilot side is cool air. Warm air comes from the firewall side. If flying alone, close the copilot vent. I usually keep the copilot one closed off more so that some air gets to the pilot side. If you need defog capability, close them both off to force air to the windshield.....oh.....and to the back seats. In the winter, I usually mix the air a little, it seems to provide a more controlled flow of warm air....vs very hot air blowing at your legs.
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How's the Encore conversion going??
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Interested. Sent from my SM-G960U using Tapatalk
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Thanks! Interesting...I will need to look into it...
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My understanding is that your airframe has cowl flaps so CHT is required. So it must be original or a certified replacement. Clarence
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Is the CHT required?
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Great news on the oil pressure! I don’t think the 830 is certified as primary, so your original CHT has to continue to work. Clarence
