Leaderboard

Bend spring back and forth while adding washers in the space between coils. Very easy and effectively lengthens the spring so you can attach without damaging you or the plane. Swing gear and washers fall out to be retrieved with a magnet. Be sure to count the washers first.

In a pinch, you can remove the threaded pad from the top of a bottle jack which leaves a hole in the top of the piston that will fit over the conical jack point. You will need some timbers to raise the bottle jack to the appropriate height. If you are on level, solid ground it's actually very stable since you are only lifting one wheel and the other two wheels provide stability.

N355RZ TTAF TTSNEW 1100 Avionics: GTN750 GNS430 GTC500 Autopilot Dual G5 AI/HSI GTX345 Bluetooth JPI730 FIKI Precise Flight speed brakes LED lights Shadin fuel flow Built in O2 New Paint 2023 New Leather from seats Asking 298K Located KPAE Everett WA Photos hopefully on the way Sent from my iPhone using Tapatalk

Updates on development….

If you cannot find replacement for reasonable price, the switch can be rebuilt. There are 3 microswitches tied together in the contraption. These can be sourced from Mouser and other places relatively cheap. The wiring is somewhat confusing, but with a bit of patience and some soldering skill, you can do it yourself. I did it couple of years ago, but cannot recall the price of the individual switches. At that time, new switch was listed at Textron for about $1,200 if I recall correctly. The images are of switch installed in Bravo with KFC 150 A/P, but I believe that the yoke trim switch is identical to that used by KAP.

While i realize that over inflating the seal could possibly damage the door hinge. I have used these systems in a mooney before an it is not hard to keep from over inflation. just get to altitude and pump till the noise stops. The seals are very flexible and will not cause harmful pressure on the door. I have tried all the door seals available, tweaked endlessly and added supplemental weather-stripping and had improvement, but nothing like the inflatable seal. I am installing one in my plane in two weeks.

Did a 3 hr round trip and found tings working well right now BUT I haven't tried to "de-select" to use the Dynon heading bug yet. That will happen on the next trip. After takeoff it grabs heading and climb rate nicely when engaged and climbs to preselected altitude and levels off within 20 feet of selected altitude (CAUTION - you MUST sync the altitude reading of the AC 100 with the reading on your altimeter AFTER you set it to the current altimeter Hg setting. This is spelled out in the manual) . The altitude reading of the AC 100 goes back to 29.92 ref every time it is shut off. Just a quick setting every start and every altimeter change. The trim indication will bother you for a couple hrs until you learn how to check it by tapping the control wheel. Descents are easy as you just set the bottom altitude and then the rate making sure the rate is ZERO before setting the bottom altitude. Levels again within 20 feet every time. Stays within 20 feet during level turns Buttonology will have you thinking for a few hours. Follows flight plan in Dynon perfectly and I had an occasion to need a heading for a while so I transferred from Skyview mode to GPS mode and used the AC 100 control head for the heading control and it works perfectly. Had to reselect altitude hold though. Again buttonology to get used to. At this point with about 5 hrs of time behind it I'm very satisfied. I have a hangar neighbor with a G model who is now going to install one also and get rid of his Brittian. He'll use his G 430 for a AIRINC drive for GPSS steering. As he has a G he has no modifications to do to make it fit with the install kit now supplied, Sure wish it had happened 5 years ago.

Mooney changed the design of the cowling in 1965. Everything prior uses about 70 screws and bolts and is a PITA. After 1965, it’s a 5 minute job for the cheeks and top.

Five minutes to remove, maybe six to reinstall. There are four bolts at the front and two at the rear of the top, then a whole bunch of quarter-turn dzus fasteners. Five at the back, and what 12 or 14 on each cheek? Quick, quick, quick. Reassembly is easier if you put both cheeks on, and leave the top fastener on each side open until after fitting the top. I've spent much of my career working in or with industrial maintenance, I've never spent more than one minute to remove a single #8 screw like is on the front of our cowls. Even though these are Philips and not socket heads, they come out easy.

Was that before or after the invoice? kidding. Looks AMAZING and can't wait to see it in person! Always a proud day to see the Mooney fleet staying cutting edge and at the top of their game, especially when it's all of us that keep the Mooney one of the best friggin single engines in the sky!

Another update from the shop. Brings tears to my eyes … This was what it looked like before: Apologies in advance if I upload my panel pic in every post like @Pinecone

We received a response from Garmin aviation support, which basically can be summarized to "the magneto is at fault." I don't disagree with that statement -- perhaps there is something inside the magneto that is causing the P-lead pulses to become unreliable, but our testing of the magneto with reference to its functionality for the engine reveals no immediate airworthiness concerns. RPM drops at prescribed run-up checks are nominal and the classic mag ground check is OK as well. It goes without saying the magneto timing to the engine is OK as well. In my contact with them I also asked them if they had any intention to add alternative methods to interface RPM, but they have ommitted this question altogether. To be fair, I don't expect Garmin to somehow make their P-lead RPM pickup interface more reliable on their end, but I most certainly would appreciate it if they seriously looked into a tang-driven pulse generator solution that would (1) offer Bendix dual mag operators a known, low-risk alternative to the P-lead pickups, and (2) be a solution that would be nearly universally applicable to any piston engine. For now, it has become my policy not to recommend the Garmin EIS for dual magneto-equipped aircraft until more options are made available for them.

A very important detail, kind sir is that I have a 1967 M20F, not a C. :-)

They are set in when delivered They are easily found in the installation manual available on line if you need to review them Install time will be (or should be ) between 30 to 40 hrs. Maybe a little more if on a short body with mods to make to the pitch mounting. This is my guess for a first time installer. Follow on installs by the same guy will be somewhat shorter but not more than 10-15 hrs shorter. Like I said I'm satisfied by its performance for what I need I can see light IFR capability but not hard IFR down to mins all the time. Also its restricted to basically non-precision mins (700 AGL) Just like the Brittains. But if you can't hand fly the last half of an LPV (when its already set up for you) then you shouldn't be flying in IMC (JMO) Maybe more flying next week when it warms up a little.

looking at a current sectional, it appears it is now t319. I have been sent over at 5K (maybe it was 5500) going to cobb county from the south a few times.

good news… find the threads regarding the microswitches that get actuated by the physical switch… swapping out the microswitches is a much lower cost. PP thoughts only, from an ancient memory… hoping this memory is still intact. best regards, -a-

Thank you for your time...I appreciate it...waiting to hear back from my avionics guy. V/r matt

https://aviationvibes.com/shop/jack-pad-adapter-for-cirrus-sr20-and-sr22/ I use these on Cirrus and other planes that have a hollow in the axle

Thanks @cliffy, How many hours do you think the install takes? Wanted to get an idea when I start discussing with my A&P. Appreciate the breakdown above the feedback is great and this sounds like a decent option for us short body guys. Don

I received my boots early this week, shipped very quickly and included manufacturing certificate and instruction page for boot replacement. A very pleasant experience all around. Hats off to @M20E for me for a well executed group buy.

Sorry, they are all gone, I should have ordered more!

This is completely described in the POH. The airspeed safety switch only will sound the horn if you attempt to raise the gear below about 60 KIAS. In flight, the horn will sound if you reduce the throttle to about 1/4" from closed with the gear up.

I landed my old M20C in 36G42 straight down the runway at WJF once. I've never carried so much power down final! After landing, things got worse, and I watched a Cessna get blown over onto a wingtip and its prop, and a Champ wind up on its back, so I rented a car and drove home to San Jose! --Up.

Nah, I suspect it's closer to 10,000%

Ok, you called me out. It was back in the 80s when I was flying about 4 hours every day. The landing was in Laramie WY in the winter. The east west runway was closed. The wind was closer to 60 KTS right down the closed runway. I was listening to a Beech 99 trying to take off. They had aborted 3 attempts. I landed and must have shamed them because they made the next takeoff. With that much wind your ground speed is very low on touchdown, practically stopped. I lined up on a 45 to the runway, touched down on the edge of the runway and was stopped by the centerline. Taxiing in was very dicey. It took me 10 minutes to taxi in. When I got to the tie down the plane would start to move backwards if I throttled back. I called the FBO and they came out and tied me down with the engine running to hold position.

Turbo is easier. For take off and climb, all three knobs full forward, cowl flaps open to start. This works at all density altitudes as the turbo and waste gate maintain the manifold pressure. You can close the cowl flaps a bit in colder weather, based on CHT. But most times I just leave them open. This assumes a proper system with auto waste gate, like the 252 has. The 231 and aftermarket turbos may require some fine tuning during the take off and climb. Once you accelerate after level off, adjust MP to desired, then RPM, then lean. To learn about leaning, check out the John Deakin Pelican Perch articles on AVWEB. Best is to take the APS course, available online. Pretty much all the Mooney POHs are for high speeds (for marketing) and conventional wisdom at the time. In the 90s, the LOP came forward and is now more the norm. BTW, for break in, you want high throttle settings for high cylinder pressures to seat the rings. If you do not run the engine hard enough, you will develop glazed cylinders. And the only way to deal with that is to pull all the cylinder, re-hone them, and redo the break in.

"The future of aviation for the tech savvy crowd is experimental and for the ones that don't have the knowhow, agree, they'll have to be wealthy. " The current generation is a "tech savvy crowd" - just different tech. They seem to be more adept at remapping an engine ECU than rewiring a car. "The rest of us like being involved in the upgrade."...that should be "Some of Us" like being involved in the upgrade. I think most of us would rather be involved in actually flying the plane rather than intricacies of redesigning, rewiring, rebuilding and re-schematicing our planes. After all - there are only so many hours in the day. "Apollo used to provide excellent 'full stack' drawings." .... ancient history - Garmin bought theme to strip the superior technology, eliminate a competitor and shut them down. "Mooneys have CPC connectors all over the place and it's not difficult to remove a wire back to the CPC and pop the pin and wire out.". Yes but not every avionics shop that has worked on our planes over the last 20-60 years has bothered to do that. They are not always going to dig out all the old bundles, rewire and rebundle. A lot is chop in place. The old Mooney Factory wires were numbered - the new wiring added for modifications over time I find is generally just all white. Sorting it all out can be a nightmare.

With the A/P engaged and the A/P lever switch in the up position on the KC290 control head, the lateral axis and the pitch axis should have the controls locked in place if you try to move the yoke. The controls are locked when the solenoids in the servos latch. The solenoids should latch when the autopilot is engaged. With a KFC200 system there is a single solenoid engage voltage that is sent out of the computer and paralleled to all the solenoid's. Do you happen to know if you have the 100 series servos or the 200 series servos? Inside the KC295 on the power supply board are two transistors that develop the solenoid engage voltage. These transistors can fail and there is a very small trace that runs down the edge of the board that can open with high current pull. I would have the avionics tech look at the system interconnect and verify the engage voltage from the computer. If the engage voltage is there and the solenoids are latching the next check would be the slip clutch in the servo capstan and the bridle cable tension to the push rod/bell crank.

While technically not a winning bid from a salvage auction, my very good friend in Texas (Mark Hasse, sadly flew west in 2012, God rest his soul) won a sealed bid from some tiny county in the Carolinas on a '65 310K. All the listing said was something to the effect of "Seized/forfeited aircraft; Cessna 310; locked with no keys; no known records; seized in drug raid; unknown condition, sold as-is, where-is". All interested parties were to send in written sealed bids via US Postal service to the county clerk (in other words, the selling entity wasn't aviation-related at all). Nearly wincing at the potential of offending the county, he sent in a bid for $10,000.00, thinking the IO470 cores would be worth at least double that (this was in the early 'aughts). He then went about his usual business and forgot all about his bid. About 3 months later, he gets a call out of the blue from the "X County Courthouse". He was a retired prosecutor/lawyer at the time, so getting a call from a "county Courthouse" wasn't altogether unusual. He answered and the very nice lady on the other end of the line said, "Mr Hasse, congratulations, you won the bid." "What bid?", he replied. She said, "the airplane that was seized here in South Carolina in the drug raid". He then remembered his sealed bid. She told him he was literally the only bidder. Now to the juiciest parts of any similar aviation auction/sealed bid-related story you'll ever hear: Mark was a consummate A&P/IA and an extremely cunning individual. He flew commercial out to see his "new-to-him" acquisition imposed upon him by the local authorities by virtue of his forgotten-bid (evidently the listing in the aviation auction periodical where he found out about it in the first place wasn't completely accurate, or at least had scared off everyone else because it made everyone think that the aircraft had actually been used in running drugs to and fro and was thus seized during an actual drug raid--it hadn't been and suffered no such fate. It was merely owned by some local idiot who had been caught running drugs elsewhere and this was merely an asset of his). Anyway, back to the story: Mark arrives at the county courthouse to give them his $10,000.00 cashiers check. The nice lady there giving him his bill of sale then tells him "go to the airport and ask for Jed. He'll take great care of you. Thanks so much for helping us out with this nightmare airplane problem." Still thinking he got a complete piece of crap, Mark then hops in his rental car and goes to the airport where the aircraft was sitting on the ramp, still in its "seized state", all locked up without keys or "records". Mark hoped that the old wives-tale about all 1960s-era Cessna locks being identical to unserialized Samsonite luggage locks was true. By damn, it was true. With less effort spent than tying his shoelaces, he was able not only to unlock the cockpit door, he also unlocked both nacelle lockers and guess what was inside? Yep, all records, from new, with fresh annual sign-off and fresh, complete OH on both engines AND props, full-stop--the owner had evidently overspent some of that hard-earned drug running money on his own airplane and had just returned to his local airport from that lengthy, extraordinarily expensive shop visit. Icing on the cake was that the other engine nacelle locker had 4 sets of brand new DC headsets. Remember "Jed"? Well, Jed was the local groundskeeper at this tiny little county airport in the middle of fly-over Carolina and explained to Mark that the county seized all of the owner's property because he was a known, local drug dealer and hadn't paid his property taxes. This was never a "drug seizure" and the aircraft was never involved in anything nefarious. Mark corroborated this with the local FBO guy, too (Mark used his jacks and shop to do his own gear-swing and ferry flight permit inspection to fly it back to his own shop for further eval in TX). My buddy got a great twin that I flew in with him for dozens of hours in later years for about 10% of its market-value, all for responding to a no-pictures, written ad in an auction periodical from some tiny, random county in the Carolinas who truly had no idea a) how to properly list a aircraft for sale; and b) how to determine its true condition and c) literally gave zero effort to even try to unlock the aircraft and find out what was inside. The local sheriff just wanted it gone and the lovely clerk at the courthouse saw to it that it was gone with minimal effort. PS--this story is 100% true, even down to the county waving any and all ramp fees/storage and they even paid a full fuel top-off since Mark was "so nice and pleasant to deal with". With ode and respect to my great friend Mark Hasse, Rockwall, TX. A true gem, if there ever was one on this planet. May he rest in peace.

I think this is one of the fundamental differences between a Mooney owner and a Cirrus owner. You rarely see a Cirrus owner doing panel upgrades, it's easier to trade in your older model for a newer model, or even the newest model. There is a healthy 'chain' of options. A later M20 model with G1000 makes life real difficult to change. The rest of us like being involved in the upgrade. I agree, every avionics upgrade should be accompanied by proper documentation for future maintenance. But you get what you pay for. There is some pretty sophisticated CAD software 'plug-ins' for electrical drawings, a skilled technician could draw a nice drawing with 'phot realistic' connectors and all the wires in between. But it's going to be expensive. One Mooney owner here redraw his electrical drawing in CAD, that's impressive. It is well worth printing a full size electrical drawing for your plane and marking up the changes over the years. And I am a big fan of removing old wiring that is no longer in use. Mooneys have CPC connectors all over the place and it's not difficult to remove a wire back to the CPC and pop the pin and wire out. It's not difficult to mark up the factory electrical drawing with changes, things like engine instruments, clocks, USB's, dimmers, pulse lites, etc. And a couple of Mooney service bulletins along the way (ACU power). Approach Systems produce a nice block diagram of their Hub and cables. And each cable has a build sheet. Apollo used to provide excellent 'full stack' drawings. Garmin provides a pretty good library of drawings, all it takes is for the avionics shop to print them out and maybe hand mark a few details. Aerodon

Aviation is knowhow intensive. Mooneys seem to draw a tech savvy crowd; engineers... technicians because they admire the design. Engineers and technicians appreciate the value of good schematics... thus the interest. The future of aviation for the tech savvy crowd is experimental and for the ones that don't have the knowhow, agree, they'll have to be wealthy.

Mostly from a long XC on the 13th (KFFL to 2S0) but the last picture of an undercast was on the 15th taking off from 2S0 to KTTD for annual. If you look closely at the fuel planning on the 750 in the cockpit picture you'll notice I only have a 20 minute reserve at my destination. Also, I'm at 8,000'. So you should expect me to be IFR. Well, the short version is that I ended up changing my destination to stop and get fuel earlier. As it turns out though, I didn't need to, because as I went further West the headwinds got lighter so I would have had plenty at KBYG, as was calculated by ForeFlight to begin with. But sitting there for an hour looking at the fuel remaining being that low got the better of me and amended my flight plan. Then I was too proud to go and change it back. hahah. The two 'dark' pictures are at night, it was the full moon then and with the snow and full moon, it was plenty bright to see everything!

Yeap. Things do change.

Well, they refused to use the UMA sensor because it said it wasn’t PMA or STC. But the P-leads are a substandard solution for Rpm pick up.

Certainly seems, despite other attributes, that aviation oil is grossly overpriced!

Dougosh did mine the first annual i had my plane and it’s awesome. The difference in wind noise and drafts between when it’s inflated and not is amazing. If you take a piece of paper and put it on the seam of the closed door in flight and it sticks you have a draft between the door and cabin. I generally dump the air pressure on short final so that i do not forget and open the door after landing with the seal still inflated. It always amazes the passenger just how much loader the wind noise is with the seal deflated.

Don’t get too excited about the tailwinds. You have to come home sometime.

From what I remember when I was reviewing both the MVP and the JPI I think the JPI does have a slightly larger screen. But from the feedback I read through on this site and other sites it seemed like the majority where in favour of the MVP, when I spoke with both companies EI gave me a better vibe. Their customer service through emails was outstanding! While I was working through the forms they send you to fill out, I would email with questions and the response was almost instantaneous! If I called I would always reach someone who could answer my questions and usually it was the same person each time. When I submitted the forms, I received a response within a hour or two with additional questions. I’m not sure how large a company EI. is or how many employees they have but it’s nice feeling to speak to a familiar voice when you have questions or concerns. The size of the screen was always a question for me, not having enough screen size to display all the information at once and or it being to small to see easily. But when you actually hold the monitor up in your own plane and see how large it is compared to the original gages I think there should be no issues with either the MVP or the JPI and their screen size.

or if you have a leaky Lycoming, they are self lubricating.

The solid colors are deep gray and black. The accents are really what I’m noodling with. it’s modeled after the picture below. I just want to play with accents.

All the rod ends (aka Heim bearings) should be lubricated with a shot of Tri-Flow every so often.

I would check P-lead grounding to start

Welcome back, Ray. We have the usual table at Carmine's Italian Bistro, in the back. Dan, and Dan, and Dave, and...

I like my Beacon (as well as the 3 point strobes). The difference with the Beacon is that I **NEVER** turn it off. So if the Master is On, the Beacon is On.

Bought my Acclaim 2 years ago. 2009, already had .37 software upgrade. Since then, I have had roll servo, pitch servo, ptrim servo and now magnetometer failures. Plane has 1700 hours. No mechanical or other issues. I am currently AOG staying in a hotel waiting on a magnetometer, so, not happy. honestly, I have never owned such an unreliable airplane. Before this I had a Cheyenne I for 14 years and maybe 1 cancelled trip. Before that was a Mooney bravo, same thing, almost never a problem. Is anybody else constantly changing G1000 components?

Did someone say “springs?” So close, and yet, so far away.