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@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.

Cad file pilot side: and copilot side from the downloads section. https://mooneyspace.com/files/file/149-m20e-pilot-paneldxf/?do=download&csrfKey=67d1bf7a3a9c4170adef0972346b91a6 https://mooneyspace.com/files/file/148-m20e-copilot-paneldxf/?do=download&csrfKey=67d1bf7a3a9c4170adef0972346b91a6

Thanks I will take a look. My vac pressure reads 3 even before I start the engine and just stays at 3. someone on here suggested the line has probably deteriorated

thanks 1999 Mooney Ovation

Another member sent me a PM about that, he posted on Beechtalk on the 18th. I think that's great, from everything I know about it, it's a very good product. When I ordered the kit, a Google search wasn't bringing them up and the site was still dead. It'll be a fun project anyway.

That is a reason I decided on a gear down SOP that was not dependent on being downwind or on any other specific leg of the pattern. Sometimes I wonder whether my choice was driven by moving to complex airplanes at a busy Delta where i probably did more straight in and base entries than downwind. PS. I use a checklist

Are you going to cut it yourself or work with a shop that does this all the time. If you're going with a shop, check with them. They may have a program for you to lay out the panel the way you want it.

A few years ago when I was looking I could not find a replacement or anyone that had parts to do a repair. You may have better luck, but if not, I ended up getting a digital display from Aerospace Logic http://www.aerospacelogic.com A couple of quirks about them to know if you go with them to make things easier on your mechanic for the installation: 1) They have a Fuel Flow and Fuel Pressure version, so it looks like you may want the FM200K Fuel & Manifold Pressure, but double check with them. 2) This instrument states it has "internal and external intensity control" but my version did NOT have the external control and you want the external control. 3) The Fuel Flow sender is NOT compatible with any other Fuel Computer (JPI, etc.). So no piggy backing another device of their sender. My mechanic had to extend the fuel line to include both senders with no flow turbulence in the line to affect the 2nd sensor. (You can't add one sender right on top of the other.) Like all digital displays, it took a little getting use to from the analog dials. But it works and I didn't really have a choice.

Well yes, it definitely depends. For the record I did state "IIRC" & "plane I've flown". The only retractable singles I've flown any meaningful time in were 1974 -'77 M20C's & my '65C. So far nobody has extended the invitation to fly their T-6G or any other warbirds, but I'd happily accept if offered Everything else I flew had 2 engines and approach flaps before gear extension was the way we operated regardless of which had the higher limitation speed. I didn't keep their AFM/POH when I stopped flying them, so ... C310R, C402B, PA31-350, SA226-TC, F28 Mk 4000, B737-2/3/400, B757/767, MD-80, A319/20/21 I'm 100% single pilot now and gear down before flaps works well for me and for this plane, but that procedure might change if bought something different.

Does anyone know where I can find an Aerosonic Indicator Manifold Pressure and Fuel Flow gage for a 1979 M20K. Part number 651035-0207. It is original equipment for this aircraft.

Glide ratio? You haven't lived until you have done a flaps 40, gear down, idle decent in a Boeing 727-200 It is spectacular!! :-)

Lots of 70s-era M20 models are wired like this anyway. The "feature" of the SOS engaging on key twist before push is not universal, only some vintage Mooneys work this way.