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We flew to St. Thomas, USVI (TIST) last week. Although we had several fuel stops planned if needed, we were able to make it nonstop. A mere 5:48, but we spent some time avoiding thunderstorms when we were leaving Ft. Lauderdale. Landing fee was $10, parking $10/night, both going to the airport authority. $25 facility fee waived with avgas purchase ($6.75/gal). After sailing in the Virgin Islands, we flew to Aguadilla, PR (TJBQ) to clear customs, (fuel $6.50 cash, $6.75 credit card; call ahead to avoid facility fee at Western Aviation), then back to Ft. Lauderdale. We were aware of thunderstorms around Grand Turk, and listened as everyone wanted FL 360 and higher, and deviations for weather. Many thanks to the Delta pilot who told us what his radar was showing as we approached Providentiales. We were welcomed home with LLWS and winds 060 17G35. En route, Crooked Island: St. Thomas, approach to RWY 10 TIST A few pictures of the Virgin Islands: Sunset over St Thomas:

Here's the answer from SC Johnson - Not Recommended for Use on Aluminum: Hi Ken, Thank you for reaching out to us about Scrubbing Bubbles® Mega Shower Foamer. I'm so sorry for the delay in our response, as I was looking into this. Please know, while this product can be used to clean fiberglass, we don't recommend it for aluminum surfaces. That being said, you may want to reach out to the manufacturer of the aircraft for their recommended care and cleaning instructions. I there's anything else we can do to help, know we're always here. Mai Song Consumer Relationship Center SC Johnson, A Family Company USA 1-800-558-5252 | scjohnson.com Canada 1-800-558-5566 | scjohnson.ca Reference Number: 017155301A

Apparently it's not needed, but I'll put my additional recommendation as well. I've known JD for several years now, consider him a personal friend, and had the pleasure of meeting his kickass wife today as well. They are both honest and ready to work! I know they're going to get slammed very quickly with all you guys chomping at the bit for some Mooney work! N1395W as far as I know he has the STC's for some mods - not sure which ones - if any, he'll be implementing. I would follow up with him in a few weeks once they get all setup and see what the status is. My understanding is they will be continuing Russel's Mods.

Just a short video from cruising around this afternoon. Since today is Black Friday, I was able to get another Go-Pro at a really good price... so my videos will soon have ATC audio and a cockpit view. Looking forward to that!

Yes there is both a front and rear plug in the front section of the hollow cranks. For a fixed pitch prop you install the front plug and remove or puncture the rear plug. For a constant speed prop only the rear one is installed. If the rear one comes out on a constant speed you loose the governor function. It can be installed with the prop removed.

Let me know what you figure out. I will be glad to help. Maybe we can make Rosen Retrofit Kit and get rich

Weird that the disconnect doesn't work. I get the roll, but if you are releasing air/defeating the system...why would it still have the roll taking place? Brittain has the replacement tubing. Give them a call and discuss what it is doing. They are very knowledgeable and should be able to direct you to the area that is causing the issue.

The tubing is pretty bullet-proof. I'd be surprised if that's your problem unless it's disconnected. I looked at Aircraft Spruce, but couldn't find a listing. Since it's just generic surgical tubing, you can probably find it other places just as easily, maybe cheaper. I'm not sure of the dimensions, but you might check: http://www.ebay.com/itm/like/200917198008?ul_noapp=true&chn=ps&lpid=82

Just heard the news that Southwest Texas Aviation has been sold to a new owner. The new owners are JD and Laura Casteel. They're good people and can use the support of the Mooney community.

I have had new mags advance during short brake in periods. After that initial say 10hrs and mag re-test, they are usually solid. I still use a torque wrench on mine, and after they are fully torqued I'll run another test with the box. "Silpped" I'd say is a lazy word for didn't get it right the first time. they may have slipped if the old locking hardware was used. -Matt

well as a fiki bravo owner I have to admit the Bravo is not all weather capable....but it's close!...My experience in western flying including Canada and Alaska that it has performance enough to climb above icing layers while being ice protected while doing so.If I had limited funds precluding a twin turbo prop (obviously a quantum leap in expenses)had a need to visit 20 offices scattered 600 mm apart I believe it is most affordable solution.The times I have been most affected by weather has only resulted in 1or 2 hour delays waiting for red or pink cells to move on.Combined with a 40 min flight saving(each way)is a huge difference for me in how I feel after a long high altitude flight.good luck with the upgrade

5 failures I recall but I think there another.

Mooney has a drawing that allows swapping out the vac button/valve with the electric switch and electrical solenoid. I don't remember if it shows a push switch or flip switch, I can look when I get home. As Scott mentioned the drawing is included on the main drawing for the yoke retrofit kit.

I'll echo what Peter is saying, and go a bit further . . . It's no big trick to make one of these things from a device readily available on eBay, with a little bit of wire added to jump a couple of connections (I thank Peter for his help to me in getting this right the first time.). For a little while, I was tempted to go with Phil's pre-wired unit just because I figured he'd support it, but apparently the self-reliance I eventually fell back on (as a confirmed CB) served me better than Phil would have. mws out

Its a real hassle, but if you can find a friendly FISDO you might have something like these installed under a 337 form. The Oakland FISDO, for some unknown reason will not approve another one like mine, but these were presented as a "safety" change. The new Recognition lights are sold as landing and or taxi lights for LSAs or Experimentals. I can pulse, alternate, or leave on (all the time) via a rotary switch made for that purpose. They are amazingly bright. I also replaced the strobes and nav lights with LEDs. The sides and back of the unit are made of mirror plastic. I don't know why the FAA is such a problem as these lights are so bright, and draw so little power that using them should be a no brainer.

I'd just book an appointment with the Dr at KGGG. You and a whole bunch of A&P's can try a million things and might get it by luck. Don can probably diagnose the problem walking across the ramp to shake hands as you arrive.

I just pull the button up about half way when in the pattern. Dumps the vacuum and I don't risk losing the button.

I'm pretty sure the PMI mentioned above wouldn't like that either. It's permanently mounted and definately not in the TCDS. Do you have an STC? Perhaps a Field Approval that we can all copy and submit should we choose to go that route? I'll trade you for a copy of the field approval on my Xevision HID headlight...oh wait, they're not approving those anymore, appearently they were only safe to install on a certain number of Mooneys and are now unsafe for new installations but still safe on previous installations. So previous installations are fine, but don't waist your time trying to get a new one. It's a good thing we have such a well intentioned and organized administrative department delivering, clear, concise and consistent advisories and enforcement on these matters.

I lived in Lakeland, FL for two and a half years. Loved it. There is a fly-in community north of Tampa...though I can't remember what it's called. Spruce Creek is nice, but certainly looks expensive. If you want to check it out for a weekend, call up Chester Lawson at Spruce Creek and get your MES rating (if you've already got the MEL to go with it). h2oflight.com I certainly miss Lakeland. Nice, slower-paced city with close proximity to Tampa. TPA is my favorite commercial airport to fly in and out of. And Tampa TRACON is probably the best group of controllers I've ever dealt with from the air. I can't say I'm a fan of Orlando (traffic and perpetual tourism). Cost of living anywhere in FL is a heck of a lot better than CA. The DFW area has more (and better) fly-in communities than Florida. But as I'm looking outside at 2SM visibility, mist, and 45 degrees, I really want to be in Florida right now.

Ross, I think Mike (601RX) described it much better than I did. That metal seal is replaced from the front of the shaft. I believe it is a press fit and only has a rare chance of falling out of place. Best regards, -a-

I began researching air parks a year or so ago when I thought I could pull an early retirement. My biggest concern was living with all those egos [emoji6] Pilots tend to be a successful opinionated group (just look at some of the threads here). It is one thing to hang out with them on the Internet, how is it to live with them? Sent from my iPad using Tapatalk

I have found the FSDO inconsistency frustrating. I had a sign off on a sub panel in my Mooney, only to have it told to be illegal by another. Although the PC system being on all the time has a benefit, it can be (and probably the reason you are asking for a way to shut it off) a pain when you don't want it on. Sent from my iPad using Tapatalk

Regarding oil temp, how high is "very high"? Over 210? 225? I am not an A&P but I find a mis-timed cam more likely than a severely worn one on a 600 hour engine, particularly if the filter is clean. Sent from my iPad using Tapatalk

With engine off, the JPI should show MAP @ baro pressure minus ~ 1" per 1000' pressure altitude.

Paul, I checked out your gallery of 6xm you've got one really nice bird, just love the yoke mod.including the color scheme. It's amazing what the members have done to the fleet of vintage Mooneys keeping them as the best vintage aircraft on the planet. I admire the effort and skill (I wish I had) our members possess.

If your PMI is claiming that a Brittain factory toggle defeat switch is not legal, but the Brittain factory thumb defeat switch is, then I feel sorry that you are having to deal with such an over the top, small minded, fool. Any...and I mean any auto-pilot or wing leveler or "CONSTANT" copilot as you put it, can fail...in IMC...then your "CONSTANT" copilot becomes a mischievous little gremlin "CONSTANTLY" fighting to roll the aircraft and turn you off course. A failed wing leveler or autopilot that cannot be turned off would increase work load at any time, but especially in IMC. Having to hold a button down to keep it from having to fight "CONSTANT" roll forces is workable but not ideal. If I were you, I would ask that PMI to give you written document explaining that he refuses to approve the installation of a factory switch that temporarily disables a device that can take uncommanded control of the aircraft when it malfunctions, particularly when said device already has a switch, albeit one that must be held with one's thumb. If I could not pull the button, I would install a defeat switch for sure. I once had a hose behind the panel get knocked loose on the pilot's side during maintenance. Stupid me, I did not notice the malfunction on the ground. On take off (VMC fortunately) the plane began an uncommanded bank to the left. I remember thinking "well this would be a blast to deal with on a long IFR XC" Is your PMI a pilot? Most are not. Some barely have any actual maintenace experience. Talk about short sighted. The "constant copilot" is marketing speak. Please show me the doc you're referring to that states the PC must be on at all times; I do not believe it's listed in any of the M20 TCDS's.

Just to exhaust the list of things to look at: is your whole pitot static system ok / checked ?

The rest of this thread is also dated 2011. Don't think there will be any issues over the last four years... Best regards, -a-

But the Brittain uses vacuum to actuate the controls, so no dice if the vacuum pump is out.

Fine wire plugs are better if you run LOP and they also last longer.

that oil temp is not normal. on the hottest of days, in cruise, it wont exceed 1/3rd to 1/2 scale.

It will turn toward the side with the largest leak. A handheld vac pump is the best way to verify all the leaks are fixed. You can connect it to each side indivudally and 30-40 pumps will give you full deflection. It should be able to hold that for a few minutes with only minimal leakage. You can plug the hand pump on the pilots side just above the pilots left knee. Look for the green and red hoses. It may be easier to attach from the outside with the avionics cover removed. The leaks can be further narrowed down by attaching the pump to each run of the Tee in the baggage compartment. One run of the Tee goes to the wing and the other goes to the tailcone. The 2 in the tail cone are easy to see/inspect/remove. The ones in the wing require much more technique. They are located just inside the inspection panel in front of the aileron control rod.

Check the Time to Climb thread for comparisons. Personally, I lean towards an induction leak somewhere, you should have more than 27" MP at only 700 msl. I think I hit 27" somewhere above 2000' on climbout. I have multiple photos showing ~143 mph at 9000-9500 msl [168-170 mph True]. Your J should eat my lunch, I only have a C with a slow 3-blade prop.

The question with no answer, suck or blow? Clarence Whatever she'll agree to. Sent from my iPad using Tapatalk

Do not waste time. Call Brittian immediately. They have any parts you need at a fair price. My PC unit was acting up, they gave me simple instructions for bypassing the Pilot Valve. This showed that component to be the only culprit. They rebuild the pilot valve for a fair price with quick turnaround. Over several interactions in the last twenty years, I have never had a better customer service experience. Now, if they would just get stock on my step retract boot so I can remove the black rubber tape patch. The only problem I ever had with tubing was that a previous owner had put a sheet metal screw thru a red or green tube, mid cabin. If you suspect boots, buy a little hand vac pump used for automobile carburator work at Harbor Freight (about $20). It is easy to disconnect and draw down each boot in turn to find which will not hold the vac.

Yeah, me and my mechanic we call it the "maintenance mode" so we don't knock our head on it while we work!

A couple of things to consider , 1) as far as the Vacuum pump showing a pre failure warning on the gage , its not going to happen , The vacuum pressure is regulated by the regulator , and not the pump , the pump is capable of putting out 3 or 4 times what it is regulated down to and if it gets below that failure is imminent....... 2) the myth or backflow of carbon dust , If the reserve of vacuum in the piping to the instruments causes a backflow , its not getting past the regulator argue all you want , not happening , if this was the case they would have a system in place to prevent it..... 3) this is for Peter Garmin , We waited 8 (count em) years for King to get certification on the KSN770 , their track record sucks , I wouldn't hold my breath for the KI300 , For the life of me I don't understand why they announce these things prematurely..... Yes it looks great , so did the KSN770 .......

GDL-39 plays on 696-wired. Gets power there too. Blue-tooth from GDL-39 to i-pad. Two free for none.

Best alternate vacuum for me is an STEC autopilot. It uses the turn coordinator to keep the wings level, and in wing leveler mode you can fly the course your GPS tells you. If you have GPSS it will still fly a rock-solid GPS approach to minimums- all while your AI and DG are dead.

http://www.aerosheep.com/mooney/m20c-mark-21-ranger.html

Got to do some flying today. WLW (shopping) then another hop to VCB (more shopping) parked next to another Mooney that landed a few minutes ahead of us but did not get to meet its owner. This trip would have been 5 hours by automobile took 1:15 buy Mooney. I sure do love flying my little 20C. Thanksgiving we had to drive and I realized it was the first time since Christmas that I drove anywhere more than an hour away.

The best solution IMO for recognition lights are LED landing/taxi lights that you leave on during taxi and flight. They use almost no power - so virtually no heat to melt lenses, are super bright and have a life of over 10,000 hours.

Holy crap! I actually woke up in the middle of the night thinking about this. I just bought my GPS 155 TSO less than a week ago from a fellow MooneySpacer. LESS THAN A WEEK! Thanks for clearing this up so quickly. Maybe I can sleep tonight.

I have a Hartzell Scimitar prop. The restriction is from 2350-2550 but only if MP is greater than 24". Obviously in the case of this prop/engine combination the issue is not confined to rpm alone. Once I'm above about 6000' I have no rpm restriction. So... it seems to be about engine power, at least in part, in some cases.

I just got my PC system, which was inop when I purchased the airplane, fixed and I love it. In conversations with Brittain, my IA discovered a disconnect switch mod Brittain recommends installing. Way better than trying to hold the trigger for take off and landing.

I have an "unenhanced" original PC on my 'C'. I works well at leveling the wings. It is a great asset for single pilot IFR because you can turn loose of the controls to look at appraoch plates, etc. and it has been incredibly trouble-free and reliable for 14 years. However.... It is NOT an autopilot. It is a wing leveler. On a long cross country, it will hold a heading "for awhile", but it will eventually drift one way, or the other. It does not "hold" a heading. It levels the wings, using the small adjustment knob one can correct apparent drift left, or right, but eventuallly it will drift. When I compare the overall cost of ownership of an autopilot, it would be hard to beat the wing-leveler, but it is NOT an autopilot.

Gentlemen, Today, I watched my beloved Bravo fly off into the wild blue yonder. Actually today it was kind of the cloudy, gray yonder. I announced my coming need for a larger, probably twin aircraft, that was looming. That was over a year ago and the time came. I advertised the Bravo and sold in two days to the first caller. The gentlemen, actually there were two, had been in the Bravo market and were well versed. They actually sent a fellow to inspect, take a test flight, and about 200 pictures. The maintenance and care on my airplane was unparalleled and it showed. They didn't even do a prebuy and didn't dicker on price, so as a good will gesture, I had my mechanic, who had taken care of the airplane for 8 years, do a fresh annual. Actually, I knew of two minor items that the buyer didn't even catch and I wanted to deliver them a squawk free airplane. Now, i'm in the hunt for a twin. It is truly a buyers market, but I will always miss the Bravo. I can honestly say that I had become more attached to it than any of the other 32 aircraft I have ever owned. It was fun. Ya'll fly safe now. Jgreen