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Ya'll J & K owner's just got lucky, the Vintage crowd is still waiting. I'd put one in tomorrow if I could. MOONEY M20J AND M20K AUTOPILOT NOW FAA APPROVED Dynon Certified announces that its autopilot - available as an option for its certified SkyView HDX avionics system - is now FAA approved for all Mooney M20J and M20K aircraft. When equipped, Mooney pilots benefit from a full-featured three-axis autopilot system – including yaw damper – that is approach capable when paired with a compatible third-party IFR navigator. Dynon Certified products, including this autopilot approval, can be purchased and installed by any Dynon Authorized Installation Center. Additionally, pilots can opt to buy Dynon Certified equipment directly from Dynon and have it installed by a qualified installer. Pricing for a three-axis autopilot system starts at a list price of $6,434 for Mooney M20J/K series aircraft, including all required brackets, hardware, and servo harnesses. Frequently chosen options include the SkyView Autopilot Control Panel ($644), which provides dedicated autopilot controls for the pilot, and the Knob Control Panel ($335), which has dedicated knobs to adjust the values that pilots adjust the most when they fly under autopilot (altitude, heading/track, and altimeter setting). MORE ABOUT THE MOONEY M20J/K SERIES AUTOPILOT   STAY CONNECTED Dynon Avionics | 19825 141st Place NE | Woodinville, WA 98072 US Unsubscribe | Update Profile | Constant Contact Data Notice

I dunno what to think about this thread

I think an emergency is pretty much up to the pilot. If the PIC thinks it’s an emergency, then it is. If they want priority, who am I to disagree? I had a door open in my Mooney once and didn’t declare an emergency but if someone needs that to get down safely, more power to them.

https://www.dynoncertified.com/mooney-m20j-autopilot.php (sorry, my autocorrect has gone bananas since the update)

Dynons are gorgeous, buddy has one in his RV. also your ap/ia can install the dynon

Pull the unit out of the rack (KC192) flight computer. Be sure to remove the static line to the transducer first. On the back of the unit around the transducer port there should be a red or black 4 digit stamp. This is the year and week the unit was manufactured. Units made between 1991-1998 have capacitor leakage problems. This is becoming more common with time. I have 3 units here all with the same problem, leaking capacitors. The capacitors that always fail are black and say IC on the side. Depending on the severity of the capacitor leakage it can cause units to be beyond economical repair. The leaking electrolyte can cause the system to not pass PFT or have weird annunciation/functionality.

Sounds like we need a legal interpretation of the legal interpretation .

Problem solved. I was trading emails with Jason at CAV ice and after disconnecting the TKS lines to the switch, we still had a high pressure light. Jason said we could send it in for a rebuild so we went to figure out where to cut or disconnect the wiring. I was a little confusing as the wire diagram shows 2 wires, the switch has three. I'm going to assume the NO wire just dead ends in there somewhere. Long story but we pulled on one of the wires and it came right out. Pretty sure it was chewed up as I probably got a hitchhiking mouse sometime during my travels this summer. I bet that was one hell of a ride!! I connected the two ends and the light is off. Now just need to go back and solder together. Thanks for all the help and comments. A big thanks to CAV. They really are an exceptional resource!! Happy Flying, Sonny

3M makes a white/clear HD PTFE tape designed for this. It's expensive . Scotch makes an "equivalent " product that is considerably cheaper. I bought the Scotch brand and it's holding up well.

Ben p call me Kevin Westbrook I worked at Brittain I worked on lots of pilot valve I 539-292 -0474 Ben p Kevin again there are two hose going to gyro valve hose and rotor hose they are REVERSED so u are turning off vac to rotor not valve!!!!!!!!

One thing for sure, options and competition are good things!

So interesting on the CG issue, i flew cessna caravans for awhile and since i was new i was doing the load calculations after loading cargo to verify my CG was within limits before i t/o. The sort facility was complaining to my chief pilot i was taking too long to leave compared to other pilots. When the chief called me i said how are the other pilots verifying their calculations for proper cg range before t/o? That’s when they showed me the technique of pushing down on the tail until the tail stand touched the ground and then let go. If the tail stand stayed touching the ground cg out of aft range if tail came back up cg was within aft limits. After verifying the load manually in both instances it was proof it worked and was super fast to verify. Unfortunately we do not have a tail stand to test this so manual cg calculations it is but i ran the numbers for getting an out of limits aft cg and its stupid extreme like load 2 adults in the back with no one in front passenger seat and 120 max cargo. I’m just not ever going to load my plane that way.

I've contacted them (aerofluidproducts.com) and currently waiting for them to respond, they said it may be sometime next week before they do so. will let you know. They are the ones that Transdign gave the old Dukes account to.

No, that's kind of weird. You have to make them out loud.

Looking at the prices on Amazon, the 3M stuff is ridiculous. I got this Scotch brand stuff for 80% less. I don't suppose you'd need more than a few short pieces. If so, PM me how many strips you need, how long, plus your address and I'll mail it to you free.

Here ya go.

Hmm, have you looked at this page? https://www.dynoncertified.com/mooney-m20j-autopilot.php - Fully-coupled approaches (GPS/VNAV/LPV/GS/LOC/ILS)

Before and after every ride? It will need cleaning before you take it somewhere; go riding; then clean again before going home. No thank you. Yes, bike bags are not inexpensive, but I've read here that a grill cover often works well at a fraction of the price.

That's about it. Airforms doesn't sell a kit for your plane, They sell the baffles for a J. They do sell the individual pieces. About 60% will work on your plane.

I believe they priced out the complete Dynon package including EIS, Autopilot, 10" screen ect so the price would be higher than just the AP addition

I’ve used this with great success - very tough — used it also on the tail for trim area… https://www.amazon.com/gp/product/B06Y6PHWY6/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1 -Don

Your best option is 1/16" rubber sheeting material held in place by 3M 1300L Super Weather Stripping Adhesive (NOT the General-Purpose stuff). You want 3/4" wide strips to be cut evenly and then shaped with an XActo or other blade to the contour of the gear doors. I can send you some of the material sufficient to do the job if you want...PM me for details if interested Just pay me for shipping. I have excess. Steve

I live in north texas and just flew up to Wichita, Kansas and had jake check my system out in the plane. I also had my ADI overhauled and that needs to be fine tuned to the kc-150 which he was able to do on the spot.

I live in South Texas, shipped Jake the unit for him to repair, and then installed it back. You just need to have an AP that can sign off this in the logbooks.

The biggest downside to ripping out the original gauges, and going all EIS, is when the EIS fails. Then you have nothing, and you're grounded. The advisory monitors can give you all the information you need, without that risk. I have an Insight G4, and my original gauges. All of which have been overhauled, so they function perfectly. I've fixed four complete EIS failures so far this year in customer airplanes. Three were failures of the GEA71 engine computer, which grounds the plane. The fourth was a shorted power line to the 5 volt sensors, which takes out fuel flow, manifold pressure, and oil pressure, also grounding the plane. How often does this happen? Not often, so far, but these systems are already aging since they date back to 2004. But with legacy gauges there is no single point of failure that takes out everything.

It could also be some other cause. We had a cylinder detonate in a O-470 (C-182). No apparent reason, about 5 minutes after takeoff.

Owner can do quality control by inspecting and measuring to ensure the part is in spec.

That's great news - it opens up a lot of options for J & K owners. I have a feeling that @Jesse Saint is going to be very busy.

Put some painters tape over the lower cowl inlet behind the spinner. It helps avoid scratching up the cowl and your prop when you remove and replace.

I'm planning to go with something like this in my hangar. Combine it with some soft slings and you have a lot more options when working alone. https://www.harborfreight.com/1-ton-capacity-telescoping-gantry-crane-62510.html

This is overly simplistic and not even remotely true, but it is off-topic so I will not comment further.

I have not spent as much time on this as many others have, but EricJ's one-liner nicely summarizes what I gleaned. Mike Busch is usually the voice of reason, but the Moss letter has really triggered a lot of people.

My only experience is with a 3-blade M20J; it is not difficult at all. I do it by myself most of the time. I don't know how to describe the process, but is not hard. The prop has one blade pointing up. The cowl flexes a bit as I do this process, but that's about it. It doesn't hit any blades or anything.

Also when insurance and or other countries require it.....even for SIC....

It was OH-Reg and we put it onto the German register. I am an EASA certified inspector and FAA A&P IA with ACG in Germany - happy to help.

We have two X5s and they’re too big for our 231. Even fitting one is just too big and bulky. Definitely not going through the baggage door.

Thing is the tail stand is about 2 inches from the ground you can pull the tail down 1 inch and it may pass but pull it down the full 2inches and it can stay there. Something about that extra 1 inch makes a difference.

on this site: https://www.calspanairservices.com/fly-over-niagara-falls/ I found this referenced as the applicable rules: 14 CFR 93.71 Found this site from a Canadian group (free course): https://www.runup.ca/courses/how-to-fly-over-niagara-falls/

Sounds like we need someone here to get hired at Transdigm and do some insider research. Sent from my iPhone using Tapatalk

The next time you stick your head in the avionics hatch in the tail, just look up. The floor of the hat rack is pretty much completely unsupported, so it's just the stretch of aluminum skin and carpet (and whatever else) across there that is holding up whatever you put there. If you pull the max g's allowed on the airframe for normal category the max 10lbs on there will weigh 38 lbs, and with a 2x safety margin that's 76 lbs. Yeah, I think that's a good limit for that. I do recall somebody posting a pic of a decent-sized dog riding up there since it's probably the best hiding place in the cabin. A tube for skis could be supported at one or more the formers and probably take more weight. It's weird how much you can load in the tail of an airplane. Various airplanes have STCs that essentially turn the tail into a huge baggage space. One of the first Mooneys I went to look at when I was searching was at a hangar home at an airpark, and the owner of the place also had a C180 with the STC that adds a door and floor and opens up the whole tail. He said it had been previously owned by a casket company and they delivered caskets that way. He was a dentist and participated in a lot of medical mercy flights to Mexico and said they routinely filled it completely full with supplies before flying down. I asked how they verified that c.g. was okay, and he said the guy he bought it from said that at takeoff to just give it full throttle and push forward, and if the tail comes up you're good to go. He said he just always flew it that way and never had a problem.

The box is called pilot valve. I think your kink is at the other end, in the yoke where the PVC tube connects to the metal tube. My bet is your clock (if you have it in the yoke) is pressing on the tube and restricting the airflow. Good luck.

i'm not so sure I'd put it on there permanently. What if something bumps it and pushes up just a little on the quick drain? I wouldn't want my oil draining without me knowing about it. I'm guessing that's why Continental or Lycoming doesn't have something like that. @jlunseth had something else happen with his quick drain once over one of the Great Lakes where he lost all of his oil on his 231. What makes the mess on an oil change isn't putting the hose on the quick drain with a little twist-tie of safety wire, it's getting the oil filter off without oil all over the place.

Thanks guys, seeing some good interest just in the day of the post being up so I reached out to the first company to give them an idea of what I'm looking for, mentioning it might have to be through a PMA so I'll keep you updated on what they come back with. I won't get overly optimistic, but would sure like a way to get this done for us. Appreciate all the help, humor, and feedback so far!

Well, that is what we are trying to do but until we get the required specs and drawings we can't meet the OPP requirements of proof that the OPP is equal to or better than OEM....If we can't show that, then there is a process to go through that is expensive and time consuming. I (we) would appreciate it is you could put me in touch with some of those individuals so I'm not out here floundering or needlessly wasting time and effort, my personal email is MatthewPellegrino@yahoo.com V/r Matt

So, The gear sets (both 20:1 and 40:1) are manufactured by a 3rd party under contract with Mooney, and still available as long as Mooney places the order which they have been unwilling to do because they have to front the money and they aren't willing to do that nor can they accept pre-pay for the order from the MSCs, not that the MSCs would be willing to front the money. I received a test from the CEO last week, they are looking at the possibility of licensing those parts, like they have done with other parts, so that they are available to be ordered...we'll see. SO, WHERE ARE WE CURRENTLY. A MoonySpace individual sent me a unused set of the 20:1 gear set, I had them professionally scanned and measured and have the 3D CAD Drawing for them....Another MooneySpace individual send me a set that failed inspection so that I can have them tested to determine the metal and heat treating makeup of the gear sets, UNFORTUNATELY, NONE of the (5) Metallurgy testing facilities, that I have requested testing quotes from, will provide their service to an individual, so I'm still trying but have been unsuccessful thus far. I have also requested, through the FAA (Certification Branch), under the Freedom of Information Act, that they provide the drawings and metallurgy report for the gear set so that we can satisfy the requirement of the OPP that the parts are equal to or better than OEM for a manufactured part that is no longer produced or available, I've called, they have the request but gave NO indication as to how long it will take to approve/disapprove the request. So, if ANYONE knows of a metallurgist, that might be able to test the gear sets, please let me know. I'm still trying guys.... Matt

Hawk over at Zephyr Hills has a good reputation on here. At 81nm it's not exactly next door to Daytona Beach, but people bring their airplanes there from much further to have them painted. https://hawkaircraft.com/

It had been mentioned in this thread and on the report that the engine broke the #6 piston presumably due to detonation. Dugosh found during the pre-buy that the "Fuel System needs to be set up per TCM STD 97-3E". Many times on Continentals the fuel flow is not set up to provide enough fuel during the climb and the cylinders get very hot. It's hard to say on this one, it could have been the low fuel set-up, combined with a pilot leaning during climb, which he might have been used to doing on a normally aspirated engine. Not good to do on a turbo engine. His low time with the airplane and possible mismanaging the engine may have been the ultimate cause. Or the engine just came apart at that point due to no one else's fault. The cylinder coming apart was what they found, but the reason for that are just hypotheses now. We would all like to trace it back to the exact cause, but it doesn't look so simple on this one. If theres anything to learn from it I'd like to know.

another option you may keep an eye one: if you get the Hartzel scimitar , then when comes engine overhaul , you can go the IO-390 route and get 10 more HP. should help the climb perf and no loss in cruising speed

Maybe add another option...."I have the greatest gear system ever made...A Johnson Bar... so I don't need no stinkin' spring."

While this topic was stated by some kind of bot, I banned the user and kept the topic alive since it sparked some good conversation!