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To close out this thread. The prop shop ended up taking three weeks to overhaul the prop so it arrived back in El Paso on Monday January 28th. I took a commercial flight (shudder) on the 30th to pick up the plane on the 31st. I arrived home on the afternoon of the 31st and the plane is back in the hangar where it belongs. The American flight from Huntsville to El Paso wasn't too bad and it only took slightly longer than if I flew myself. I keep telling my wife that flying on other people's airplanes is no fun, she tells me to quit complaining . The prop looks brand new after the overhaul. El Paso Aero touched up the spinner so it is hard to tell any damage had been done. After @Cody Stallings mentioned in one of his posts that there should be some play in the prop blades I wanted to check mine. As he said you can grip the ends of the blades and move them slightly. I can feel some difference in movement between the two blades but both move a similar amount. Final tally was about $5.6AMU for the repair. The prop overhaul was about $3.5AMU and the rest was shipping along with shop labor. I ended up with two commercial flights for trips we had scheduled and one long drive back from Tucson in a rental car. It is nice to have the event behind me. Jim

Go on over to Beechtalk and people are waiting in line to install the TXi. Just a fraction of the Mooney owners are on Mooneyspace and Mooney owners have the reputation in the industry of being late adopters (cheapskates). Ones we know of for sure that have installed the TXi are @John B @donkaye @Rmag @Steve Skinner and @Bryan is in line for his. @smccray , a former Mooney owner who is on Mooneyspace just put one in his Bonanza. @Junkman and @Niko182 are strongly considering it. For it being a new product and shops being full with ADS-B upgrades I don't think that's so bad The rumor about Garmin certifying the G3X has been wishful thinking for years. When they came out with the touchscreen TXi all of that went away. Garmin has a certified line and an experimental line of products. Some of the features from the experimental line works its way into the certified line. I think we are much more likely to see a little Richard Simmons Jr. running around at Oshkosh this year than a certified Garmin G3X.

Registration for this years Mooney Caravan to Oshkosh is now open. This is the 22nd year of the event. All the details regarding schedule of events, qualifications, and fees are on the website www.mooneycaravan.com Also on the website are descriptions and dates for our formation training clinics. Now is the time to register and plan your training clinics. This event keeps getting better every year. Come join us arriving at the worlds largest aviation event.

Aeromotors...lots of good reports here. Sent from my LG-US996 using Tapatalk

Just a heads up! My company sent out this bulletin which you will receive through FAA advisories that may affect all of us in the area of concern. BackgroundStarting February 6th thru February 10th the DOD will be conducting exercises off the South Carolina coast. Crews can expect a level of intermittent GPS interference during this exercise. GPS interference will vary depending on altitude and distance from the jamming source, crews can reference the FMS ANP and compare it to the RNP to determine RNAV compliance.As a reminder our mainline aircraft (except for the last GFMS MD-80) are capable of navigating in the enroute environment without a GPS signal. All RNAV approaches require GPS. Most arrivals and departures do not require GPS. But because some do, reference the notes section of all SIDs and STARs within the affected area to determine if GPS is required. If GPS is required for a SID or STAR, advise ATC only if you experience a loss of GPS. Otherwise it is not a requirement to notify ATC if a loss of GPS is experienced. CONUS enroute navigation requirements are RNP 4.0 while RNAV SIDs and STARs will typically require a 1.0 RNP. WATRS area navigation performance requirements are RNP 10. It is required to notify ATC if the ANP value is greater than the RNP for that segment. An UNABLE REQD NAV PERF –RNP message will notify crews of RNP exceedances.If the on board navigation experiences a downgrade or loss of GPS signal please fill out a CERS report for our records. We use these reports to notify the FAA of the impacts to the airspace due to the GPS interference experienced from this and other DOD exercises.

Well, this will be my 4th Caravan to AirVenture. I've been every year since I turned 72. I'd like to plug the Mid Atlantic Group Clinic. @kpaulis our Wing Lead and @Marcopoloand I are hosting at our almost home drome - KHKY - June 13-16. Details and registration form are linked here: www.mooneycaravan.com/training/mid-atlantic

This will be my fifth time to Oshkosh with the Mooney Caravan. If you've never experienced arriving with the Caravan, I can assure you it's the easiest way to fly to Oshkosh. Skip the FISK and the traffic jam holding over the lake. Rather arrive in a civilized manner with a reserved slot for landing. It does require attending a clinic this year in preparation to fly formation into Oshkosh. But pretty much any competent Mooney pilot should be able to qualify with some solid effort at one of the clinic's this summer. If anyone has any questions about joining or qualifying for the Caravan, please send me a PM and I'm happy to talk through it with you.

I doubt garmin would certify the g3x. It doesnt make sense, business wise. The g500txi is selling really well, and as much as dynon is stating their system is coming soon, its still a couple years out realistically for the mooneys at least. When you look at it from a financial point of view from garmin, why would you certify the g3x. It practically offers what the g500txi does for less. Theyd practically be shooting themselves in the leg.

When my exhaust had a crack maybe 9 yrs ago we called rocket and they said that at some point they upgraded the exhaust with thicker grade tubes for rockets so they had an exchange where I send my exhaust and they traded a better more robust exhaust.

I’ve got an old MX20 off to the right on top of a 430. I’d like to do some upgrading, and the MFD wouldn’t be a bad option. But I spent my whole allowance on the plane...

Great videos and, more importantly, great memories for you and your Dad! I was fortunate to get to fly a lot with my Dad. Besides the usual weekend flights, we took our plane to the 50th AirVenture at Oshkosh. The next year we flew to Dayton for the Centennial of Flight, visiting the Air Force Museum, Huffman’s Prairie, a Wright Bicycle Shop and other historical sites. Our last big trip together was to the Swift Fly-in in Creve Coeur, Mo. It was at an old time small airport with a museum on the field packed with vintage airplanes. We had a great time enjoying all the vintage airplanes. There were shorter day trips as well. No matter how many trips we took or how many hundreds of hours we flew together, now that he is gone I sure wish we had done more. What I wouldn’t give to go flying with Dad just one more time...

High silicon worries can come from a newbie owner enthusiastically applying excessive Dow Corning silicone grease to the oil filter gasket when changing the oil. Such an owner might also religiously send off oil analysis and pointlessly obsess over the reports. Ask me how I know. This silicon source is harmless. As others note, silicon might also come from an induction system leak somewhere and cause other wear metals to spike. Chrome from rings, Fe from cylinder walls, and Al from piston pin plugs would be a typical pattern. Having chrome cylinders can change the pattern. That accordion bellows thingie between the carb heat box and the filter also likes to disintegrate and let in outside air. It is also super hard to inspect fully without dropping the bottom cowl on the C. FWIW Donaldson filters provide almost as much manifold pressure increase as K&Ns but are as effective at filtering as the Brackett filters. They are also super low maintenance - blow it out at annual, toss it after 500 hours. BTW I have now exorcised my inner oil analysis demons entirely by never sending off oil for analysis any more.

Ironic you would post that example. I remember that accident very well, hard to believe it was back in 2005 since it seems much more recent. This was pretty heavily discussed on the Mooney list and perhaps Mooneyspace since the pilot had gotten his instrument rating by one of our well known Mooney instructors. I don’t know if we can call it good example of why climbing may not be a good strategy. I am of the opinion it depends on the circumstances. But IMO this is an excellent example of what happens when you do nothing till it’s too late and not having any options to get out of it. When he finally did take action, starting a climb already iced up not really knowing where the tops were sealed his fate. Sent from my iPhone using Tapatalk

So much for those who said a pre J would never fetch north of $100,000 no matter how nice it was. This is great news, I have been contemplating selling mine and getting something larger.

My Dad and I took off on a seven day adventure, 36 flight hours flying round trip across the USA, ocean to ocean. Just finished editing the Westbound part of the trip to the Pacific Ocean. Part 1: Westbound: Part 2: Eastbound:

You know, back in the good old days of teletype machines or dial-up modems to deliver information, I could understand the need to abbreviate everything. Now days, however, it makes no sense! Why aren’t notams (or for that matter METARs, TAF’s, etc.) written out in complete sentences?

You have a double cue. In your photo the FD command bars are turned off. To turn them on you twist the nob on the AI. Unfortunately Aspen doesn't support the double cue and our C41's output one or the other, not both. You will need to send the autopilot computer to Century to get converted. I believe this must be done to legally have the Aspen drive the Century. In other words the FD command bar must be able to be displayed on the AI(Aspen). But... I could be wrong. Hopefully someone here will tell me I'm wrong, it's another expense that I'm not crazy about. It might be the thing that pushes me to the G5's with GCF500. In your photo I don't see a CO detector? Sorry, it's my job to nag. Cheers, Dan

Its not the G500txi cost itself that is my holdup. Its all the stuff that goes with it that push the price up pretty high. You need a pretty expensive box to interface the autopilot. And then you need a pretty expensive stand by instrument since the G5 cannot be installed in FIKI. When you include the whole picture, the price doubles.

Yep, that’s the down spring that started with the K.

If it is typical Whelen pricing they will double it.

I still have not jumped to the Perf Plus version, the 3D is not enough for me, neither is the PDC (yet) because its limitations. I would like the performance data but I have to maintain a Garmin Pilot (cheapest plan) to get the database concierge for my database updates in the panel mounted equipment. In fact, I still have yet to pay for the GP subscription because of the 12 month promotions and other promotions when purchasing of the Garmin hardware. That (lowest) GP plan has the perf data for my aircraft, including calculated TAS and fuel-burn for my selected altitude/temps so I do it there and then just plug in my TAS data into my filing for FF. Reading the FB comments on the ForeFlight post, a lot of loyal FF customers are not happy with the FF pricing model. This one guy posted: Don't get me wrong, I am a FF fanboy, too, but not to the extent I want (or need) the PerfPlus subscription yet.

price vs demand curves. Sometimes there is the possibility to make more money if price is much lower if it causes the demand to be sufficiently high.

radio compass ADF indicator.... looks like this one: https://picclick.com/Vintage-Aircraft-Lear-Radio-Compass-Indicator-Gauge-2330-A-302779629009.html Looks like you need to write some checks to bring the panel up to date....

The challenges of writing summaries.... Those were two separate subjects in one post... Some polymers are really easy to glue together using solvent bonding... HDPE would require some interesting solvents (less common) to make that happen. PP thoughts only, not a chemist... Best regards, -a-

It can do that - and a good bit faster.

Use the search function... because somebody had posted some parts in the wrong place... they reported new in box parts for adding WAAS to a g1000.... Best regards, -a-

Scuba tanks when run out have the tendency to get water in... where it doesn’t belong... Airplane O2 tanks would have the opportunity to get air (mostly nitrogen) leaked in... It would be a problem for somebody expecting 100% O2, and getting 95%O2 instead... The flow rate needed would be off by a small amount. Checking with a saturated O2 sensor on your finger tip would be sensible... Sending it out to be cleaned...? Could be a dust/dirt concern... if the system was opened up. But the chance of dust moving from the cockpit to the tank is pretty near zero... Having the O2 tank filled at the welding shop probably doesn’t get this concern... Best regards, -a-

Here’s a link where someone took one apart. Forgot one more thing: Instructions that came with transducer said not to mount it to the engine. I might try removing it from the engine mounting and rotating it 180 degrees. Still interested if others have run into this problem with the Mooney design. https://www.euroga.org/forums/maintenance-avionics/3929-shadin-floscan-201-fuel-flow-transducer-internals

Milwaukee Tool M12 series heated jackets... Sent from my iPhone using Tapatalk

What I don't understand is why Garmin "borrowed" an M model to certify the GFC500 when Garmin owns a legacy Ovation (pre-G1000). Why didn't they just install the GFC500 in their own Ovation? Maybe they didn't want to lose ILS capability if the GPS signal was lost, or maybe they didn't want to install a G5 or two into an already crowded panel.

Nice work, Ross! You just changed a mis-belief that I only carried for 19 years... The 60s must have been a great decade for mechanical engineering! Thanks for posting the detailed video. Best regards, -a-

Hi Alejandro- I have a Missile, which is the NA brother to the rocket. My exhaust was shot (cracked), which was discovered this year at Annual (December). We called rocket engineering, as the exhaust on the missile is unique and was fabricated by Rocket Engineering. My A&P boxed up the old exhaust, sent it to them, and they rebuilt it within a few weeks. Cost was about the same as any other exhaust refurb/rebuild. They are still giving 100% support for the rocket and missile STC’s good luck with the Rocket- those are awesome machines!

The spinner is actually going on a Bellanca Cruisair that has the same O-360 engine/prop combo (per a one-time STC), as many of the Mooney M20's. If your spinner is from a plane with a Hartzell HC-C2YK (or C2YR) prop, it likely is one of the part #'s I listed and will work for me. Bellanca folks can't help me on this one, so I'm reaching out far and wide. Thanks!

Sounds good, thanks.

I guess I was always under the impression the number of people using the Challenger/K&N filters was pretty small. I know my IA was caught off guard the first time, and had to send someone down to the local Autozone to get a recharging kit. When I first got the plane, the filter was pretty much white, so I cleaned it myself, but now they do it at annual and it should only be done then (or on condition). FWIW, The ICA specifies you're supposed to dispose of the filter after 25 cleanings.

My experience with the remote filter setup has been a negative one. A hangar flyer I am not. While my Mooney isn’t flying right now, I fly and work on other aircraft regularly. My point of view is from a maintenance standpoint, not as a pilot. As an aircraft builder, I tend to be more critical of the benefits of a particular design. I see now that I should not have quoted your post in my own, as it was then perceived as an attack, and that was not my intent...I am sorry for that. I am glad that your experience was a positive one, and truly wish that mine had been the same. The fact that the engine mounted filter setup is all around simpler, less expensive, and less weight is just a reality...and more flight hours in a Mooney can’t change that. As for my opinion- well, I believe that complexity is often the result of improvement in a design, but not in this particular case. Like a Rolex (it’s a poor timekeeper that requires a ridiculous amount of maintenance)- and I’ve got more than 1600 hrs wearing them, so I do know what I’m talking about. At the end of the day, both you and I have remote filter setups; I don’t like mine, and you like yours. It doesn’t amount to a hill of beans, really. Owning a plane is kind of a crazy thing to begin with, so I shouldn’t argue which kind of crazy is better than another kind of crazy. But since I was called out- the unfortunate reality is that the cowling still has to come off to inspect the suction screen at a 50 hr oil change, so where is the real benefit to having the filter on the firewall as opposed to the back of the engine? Unless you don’t inspect your suction screen at every 50 hr oil change, and you manage to reach into your access door, R&R the new filter and safety it- then I’d say you have found a real benefit in having a remote filter. Here’s a picture of mine. I should probably be thankful that I even have an oil filter...

The thought about empty cylinders is common in the scuba industry, but with scuba, empty cylinders may have the valve open and be dropped in the ocean. A far cry from sitting in the back of an airplane connected to a sealed system.

I forget where I saw it, but I have also read where one is supposed to clean the tank if it has been emptied (for some period of time?). I think this is pretty stupid unless someone has opened up the tank so something other than oxygen can get in.

I like to keep my Aspen PFD decluttered. I figure the IFD 540 GPS right next to it in the panel is a much better place for Traffic, Weather, Synthetic Vision, etc. Now if I had an MFD like @Marauder I'd use that for the extra clutter.

That is what they all say..... right before they tow it away in a tight turn.

This is when you should have told him to stop working, put the plane back together, and call you when it's ready to pick up

Oh, and I prefer to “fling” my approaches

I have an Aspen PFD, GNS-430, and S-TEC 30. The equipment is more experienced than the pilot, but I’m happy with the setup. I flew a VOR-DME approach with an arc the other day, and in GPSS mode, the system tracked the arc and led the 90-degree turn inbound off the arc nicely. The display can be a little busy for the size, but it has really grown on me as I have gotten increased command of it.

Having stripped a tank, I cannot believe that it would be possible for tank sealant to dissolve unless it was on fire

A year and a half later I realized I had not posted the final answer. It is indeed a Swagelok compression fitting. Some prior mechanic had over-tightened the fitting bottoming out the nut, crushing the ferrule inside. You can see this in the pic. There should be a space between the nut and fitting. Swagelok sells a gauge to test for this. The Swagelok fitting was replaced, less than $10 parts cost.

$450.00, which is less than half of what QAA ($1350), CJ Aviation ($1050) or Spruce ($1481) are charging for an Overhaul exchange without any upgrades. It's a no brainer. http://www.aeromotorsllc.com/aeromotorsllc/

As discussed a while back most short bodies cruise with the elevator a few degrees nose down. Mine does also. CG will vary it some. Bill Wheat told me that the bungees lower the trim drag over more stabilizer angle for the same effect. As shown below the elevator "set" angle is set with the stabilizer nose down 3 1/2 degrees and adjusting the bungees so the elevator sits at 19 degrees and this is done with the FWD end of the bungees at the rod end (not the spring case in the back). "Elevator Trim Assist Unit With stabilizer set at 3½° negative setting to the thrust line, adjust trim assist unit (740044) for elevator up angle of 19° ± ½° at the zero spring travel position." The above from the TCDS BUT note- Up to S/N 690001 Now here's an interesting anomaly- Further down on the TCDS for subsequent S/Ns all the angles change I have printed the TCDS but the formatting didn't hold. Early short bodies Elevator up 24 down 10 1/2 Stabilizer up 1 to 2 1/2 down 4 1/2 to 5 Bungee setting 19 degrees up Later short bodies Elevator up 22 down 22, stabilizer up 1/2 to 1 down 5 1/4 to 5 3/4 Bungee setting 10 degrees What changed in the short bodies? I don't know and no one I have talked with will say anything. I seem to recall way back in my memory (but its fuzzy) that the FAA dinged them on elevator control force at stall ( not enough down force at 10 1/2 degrees to guarantee stall recovery. But I can't say for sure. Now my question is which settings are faster? BTW, even though the bungees are different part numbers. I have the factory drawings on them and the appear to be identical except for a couple minor changes. TCDS cut below. Control Surface Movements (Aircraft with serial numbers up to 690001) Wing Flaps .................................... T.O. Position .... Down ........ 15° ± 1° ....................................................... Landing ............ Down ........ 33° + 0°, -2° Aileron..............................Up ....... 12½° to 17° ...... Down ........ 8° ± 1° Aileron static position............................................... Down ........ 0° to 2° Elevator ...........................Up ....... 24  1° ............ Down ....... 10½° ± 1 Rudder ............................ Left ....... 23° to 24 ......... Right ........ 23° to 24° Stabilizer (L.E.) ................Up ....... 1 to 2½°............ Down ....... 4½ + 5 Elevator Trim Assist Unit With stabilizer set at 3½° negative setting to the thrust line, adjust trim assist unit (740044) for elevator up angle of 19° ± ½° at the zero spring travel position. (Aircraft with serial numbers 690001-700091, 20-0001 and up) Wing Flaps .................................... T.O. Position .... Down ........ 15° ± 1° ....................................................... Landing ............ Down ........ 33° + 0°, -2° Aileron..............................Up ....... 12½° to 17° ...... Down ........ 8° ± 1° Aileron static position............................................... Down ........ 0° to 2° Elevator ...........................Up ....... 22  2° ............ Down ....... 22° ± 2 Stabilizer (L.E.) ................Up ....... ½° to 1 ............ Down ....... 5¼ to 5¾ Rudder ............................ Left ....... 23 to 24° ......... Right ........ 23° to 24° Elevator Trim Assist Unit With stabilizer set at 3½ negative setting to the thrust line, adjust trim assist bungees (740188) for elevator position of 10° ± 1 at the zero spring travel position of the bungees. Leveling means Edge of skin splice over aft fuselage radio access panel. Spirit level is used to level.

I cant wait for the day until my aircraft has avionics worth stealing. Realistically speaking, why are people so petty.

It’s also over 25k installed I’d think and that’s before addressing the AI... The king is a 10k swap out and new warranty on the servos. Sent from my iPhone using Tapatalk