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Turns out that's what it was. The line deteriorated and was no longer connected to the transducer. The transducer sits on top of the wheel well for anyone looking for it. There is a tee in the line behind the AI and the hose runs down to the transducer. Hope this helps someone else. It's a pain to get to and see what you are doing.

I have an old Bendix Pioneer 2” vacuum gauge I bought on EBay for $10. It is my gold standard for checking vacuum. It is dead on accurate. I checked it against a mercury column at the instrument shop.

Jacobson flare has helped me a lot on landings along with the LHS (landing height system)… https://www.jacobsonflare.com/ -Don

Close, but not quite. If you prefer to avoid doing the math (and avoid running the spreadsheets), you can use a version that runs in your browser (Javascript): https://www.eaa62.org/technotes/speed.htm

Congrats, you're going to love it. My theory on landing a Mooney is that you have to treat every landing like a difficult landing and then they'll be easy. So, not a formula and numbers and gentle flare like a cessna/piper because that will let you down. First you have an airspeed/descent problem with wanting to descend and not being able to slow down enough for gear and flaps. Also, no one who flies a Mooney wants to spend much time at 105kts for gear. So first descend early, fast and flat, then level out to slow down, wheels down at 2:30 minutes from touchdown, keep slowing, full flap about 1 minute away. Then pretend its a nasty gusty day and fly in with control feel, lots of little adding power and taking it back out, be prepared for the flare to last a comparative looooonnnggg time. Once it settles NO BRAKES until flaps up. Then as much as you want. Have fun. Oh, and practice this phrase "don't slam the door. PLEASE don't slam the door, please don't touch the door....... dammit I TOLD you not to slam the door" Especially when taking Cessna pilots for a fly

Probably the simplest thing to do is get it serviced. @Ludwig Ludwig& Associates in Addison, TX. took over the servicing of all International Avionics Inc. (IAI) products earlier this year. The old IAI website is still up but the phones don't seem to work any more. International Avionics Inc. | Manufacture, Sell, Repair Contact info for Ludwig is in the post below and phone is 972-616-0101

Here's one I had made. But for a Mooney I had another one made with red 'unsafe' and green 'down' in a horizontal split. Also Alt 1 and Alt 2 in a vertical split. About $180 for each lens made up, and if you shop around you can find useable bodies for under $200. Don

It's similar, but more general because it does not require flying a specific headings which may introduce compass errors into the calculation and errors if the headings are not held exactly.

yes, as stated before check for corrosion on steel tubes under side windows, on main spar, on stub spar, nose gear leg and truss tend to get dinged when airplane is jackknived, think max allowable dent is 1/32" I keep fingers crossed!

My first question would be how many Mooneys has this particular A&P worked on? The eddy current hub inspection, to my knowledge, is only on the Hartzell 2 blade props. Maybe there is something else for 3 blade? I agree, reviewing the logs should be first. Added thought, there is some amount of interior disassembly required to access the rear spar and the tube frame (SB-208), make certain the A&P is signed up for this. It wouldn't be a bad idea to be there to see for yourself. IOW, if this is a 'fixed price' pre-buy make sure this inspection is actually included in the price!

Look for aluminum corrosion in the tail and wings. Pay special attention to the main spar (red) and stub spar (green).

@PT20J This looks to be, fundamentally, the same as Prof. Rogers "Horseshoe Heading" technique: horseshoehead_screen.pdf

The only thing I use mine for are the gear related annunciators. I have a g500txi with eis and so vaccuum, so I don't think there's anything on there that matters too much other than the gear related ones. What are the Eaton annunciators?

So the annunciator panel for the most part are just lights that come on with a +ve voltage signal. But some of the circuits have some 'smarts' to them - the annunciator panel is calibrated to the fuel level to give a low fuel warning. And the alternator either comes on for OV or flashes for under voltage. And the vacuum does something similar. I have a JPI that generates the same or similar 'warnings' and have replaced the rest with Eaton annunciators (not cheap). Aerodon

I had mine pop open once at the hold short line. I debated for about 10 seconds on whether to send the boy out of the copilot seat to close it, hit the parking brake and close it, or shut down and close it. I chose the latter. I do though have the fly around the pattern with your baggage door open medal.

A couple months back I was having issues with my gear warning breaker popping during actuation and I started fiddling around with my annunciator panel out of curiosity. I didn't disconnect anything, but I took the face plate off and moved it around before putting it back together. Somehow that fixed the gear warning C/B popping (so something was shorting out before) and the test button fell off because the solder was apparently worn out at this point. I can pull it out and get it serviced, but I'm wondering if there's something simpler I can replace it with. Is it just a panel of lights? It seems like a big box just to do that, but ideally I could put something with LEDs in there and never have to worry about bulbs. It's an IAI panel, model number A8/1000H.

Well, it's finally here. The pre buy is scheduled for tomorrow on my 64 M20E. I've spoken with the A&P and asked what he intends to look at and it's looking pretty standard fare. He want to pull the oil filter and check for metal, do compression test, (we're not going to swing the gear since it's a manual gear E). I know about the potential for corrosion in the tube frame so I'm going to ask him to pull those interior panels and check. (I don't think that's asking too much.) It's got the 3 bladed Hartzell prop so wanting him to check the hub. He wants to review the logs last, which to me seems a bit weird as he could check for AD compliance and then look at the plane and double check the AD's afterwards. Is there anything specific I should ask him to check? Hoping this will be my last plane so don't want anything getting missed that may give me massive headaches down the road. Thanks all.

The national test pilot school adopted this method and I believe that it is considered the gold standard. NTPS created a spreadsheet to automate the calculations. gps-pec-method.pdf GPS_PEC.xlsx

If the line had merely deteriorated, it would read zero not three. You’re showing gauge error, regardless of what else may be wrong. Sent from my iPhone using Tapatalk

I’ve always heard the 727 was a fun plane to fly. It is pretty much a 737 with another engine thrown in for good measure. When I first started flying Mooneys, I was based at an old private airport (01V) that was the retired airline pilots lounge. The couch in the office always had a few. One old guy told a story about him being on a check ride with the feds in a 727. The FAA guy asked him to do a steep turn in some flap, slat, speed brake configuration. The fed expected him to say that was a bad idea. He knew what it would do, so he did it and snap rolled the plane. He said he looked over at the FAA man and said “Is that what you were looking for”

Do people actually use this method with a spreadsheet? Another option I’ve heard is to fly 4 cardinal GPS headings, record GS, and divide by 4 to get TAS. It seems like less math, but is it not as accurate?

The diesel is a great engine, history has proven this Just not in a airplane, history has also proven this

Indeed. I put one in my panel as well to replicate the “peanut gauge” in the legacy fighter panels. Totally independent of the Garmin collective and roughly right in a pinch.

Similar https://www.ebay.com/itm/126990356805?_skw=Beechcraft+Manifold+Pressure+and+Fuel+Flow+Indicator+P%2Fn+651035&itmmeta=01K688JKE541T7EVGR4M0W3KZ0&hash=item1d91371145:g:cTcAAOSw0Lpn0hBX

This is not necessarily true. I seem to remember a five year period after the sale from the Chinese. it had something to do with the Chinese ownership precluding any defense work, which I think a lot of aviation companies clamor for to make up shortfalls. Even if this isn’t the case, there are several ways that debt could be discharged. I do agree the Chinese have long since written this off.