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Nothing spectacular, 6R3 -> T82 (Fredericksburg, TX). But what was so special about this flight is that it is my first IFR flight! I passed IFR checkride yesterday and could not resist to get on top of the cloud layer. Flight back on Sunday, already filed IFR FLP for the return home.

I took some pictures of my D/C aircraft with the trim full down then take off then full up trim. Mark

I use this:

He’s right, of course, and the amount of damage done here indicates ground handling that might have broken any airplane. The problem with Mooneys is that the turn radius is more limited than many other airplanes and the older ones don’t have turn stops (except for the rudder stops that are in the tail). The later models with turn stops aren’t completely safe either since the stops are not very strong and are fairly easily broken as shown in the pictures. I’ve never found an FBO that doesn’t know about Mooneys. It’s almost impossible not to have them tug it — they are not going to hand tow it out to the north forty when they decide to park it for the night. Most times, I talk to whoever is going to move the plane and make sure they understand. If I’m not comfortable with the situation I just ask them where they want it and park it myself. Skip

Good news! One of the bearings had disintegrated, save a part number. My mechanic was able to source a replacement bearing and fixed it! Brushes still have 50% life left. Going to keep it running.

A big voltage drop on activation of the starter may mean dirty/corroded terminals at the starter or battery. Check any/all of the high-current terminals (the big, fat ones) around the battery and the starter and in between.

If it has a curved slot, it’s a Dzus. To open and close them you should use a Dzus tool. The most common version is often referred to as a “Snoopy Tool.” It’s the best tool because it fits all fastener sizes. You can use a screwdriver if the fastener isn’t a tight fit, but if it is tight, the screwdriver blade will chew up the slot. Dzus were popular around WW II. I hate the damn things. The springs break after they work harden. Large panels with Dzus all around the perimeter often will only allow you to tighten the last one if they are tightened is some particular order which is not necessarily the same each time you replace the panel.

Two things: To direct the hot air only into the carb when carb heat is called for (and not just allow it to be dumped overboard), and so that the extremely hot air has somewhere to go when the carb heat is off. I believe the earliest models of the carb heat system didn't have the dump at all. And If I recall correctly, there is a service bulletin that called for modification so that they didn't melt things or make other problems. I believe the forced air also pushed the hot air into the carb even if it was turned off without the dump valve.

It took me a long time (and a lot of emails back and forth with Ron Blum) before I understood the bungees. There are lot’s of ways to build a trim system. The most common is the trim tab. Another way is the variable incidence stabilizer like a C-180. Or, you can do it all with bungees like the rudder trim on some Cessna singles. Mooney just used a combination of the latter two methods. Probably no one remembers why the system was changed starting with the K. Bob Kromer told me that he was told that initial flight tests of the K (which were before Bob joined Mooney) showed undesireable characteristics, which apparently were unpredicted, and that required the change. But he didn’t recall anyone ever elaborating on what problem the were trying to solve. The K and all the long bodies have a bob weight and down spring. Bob weights are used to increase maneuvering stability by increasing stick force per g: The harder you pull back, the more g’s you pull and the more the bob weight pulls against you. The down spring might have been to improve low speed airspeed stability: at lower TAS, the elevators are less effective and you have to pull back more on the controls to change pitch which stretches the spring and it pulls against you. Skip

For those who had thought about using the grey masking tape to tape anything going through 140 knot wind, I can save you the trouble. It doesn't work. It was torn to shreds when I inspected it after getting out of the plane at my hangar. On Thursday I got the idea to call some other famous Mooney Service Centers to see if they had the part in stock. I struck gold on the first call. Chandler Aviation in Phoenix had one. They shipped it overnight and I flew over to Top Gun early this afternoon. One hour later I was on my way with gear and doors that retracted properly. Great service from both Mooney Service Centers!

As an Arizonan, if it is 83 out side, why do you need air conditioning? That’s almost 40 degrees below OAT.

Look in the ICA for the battery for the discharge current for the capacity test. Go to the auto parts store and buy enough headlight bulbs to get near the proper discharge current. Go on eBay and order a combination amp and volt meter that covers the current you need. The ICA will tell you the discharge voltage. Start it up. Write down the time, voltage and current every minute or two until the voltage goes down to the discharge voltage. Calculate the AH for each time interval and sum them up. Make a spread sheet for this. True CB battery capacity tester. <$50 https://www.ebay.com/itm/154414886759 You need about 500 watts of load. 5 of these is your cheapest route. They have spade lugs, so they are easy to connect. https://www.summitracing.com/parts/hla-h410080w

Mooney SI M20-116 for installation of the Artex ME-406 appears to describe mounting the whip antenna beneath the dorsal fin. However, the SI states that the installation must be according to the Artex installation manual which states that the antenna must be mounted within 15 deg of vertical.

@Fly_M20R's video also prompted me to upload a file to our library. It's a pdf with the approach light system layout graphics depicting format and measurements from Code7700 . The file is bookmarked for easy reference.

That reminder was for the home A/C filters.

It's been a while but I lucked out and found a pristine autographed version... Excellent shape for sure! -Don

Hello from cap cod! See the tower - it’s the one as seen on the old tv show wings. Kyha- hannis port mass. we got our special matching n314eb plaid shirts to match the tail. liz saw a cool blood sun sunset as we were landing.

Added two new WA airports to landed at list. 1S2 (Darrington) and 3W5 (Concrete) near Mt. Baker

This is why everyone just uses pennies and quarters.

Things to look for… The health of the butterfly type valve is prone to wear… The small bits pieces that go with it are also prone to wear…. The latest carb heat installations also used an exhaust tube to direct the excess unused heat overboard….better. The engine always produces heat, the heater muff is always hot, and some hot air is alway being dumped into the bottom of the cowl via this valve… Without the valve… carb heat would be less effective… drawing warm air from inside the cowl…. And mixing with the hot air coming from the muff… So… a valve is needed to do the job… If the valve was permanently closed… carb heat would be on all the time…. Check on the health of the bits and pieces, adding the proper hose should have some proper information to support it… PP thoughts only, not a mechanic… Best regards, -a-

I think thats the same fastener as my oil door. Indeed it is an FJ4-35 which is countersunk.

Cornfield physics? 1) How many pounds of force does it take to pull out a corn stock? 2) What is the tensile strength of the corn stalk itself? 3) How many corn stocks does it take to arrest a Mooney in about 75 feet…. From Vs.? It appears that the corn stocks resist getting cut in half, as they wrap back over the wing…. Where there is a fight between the strength of the stalk and the strength of its roots… GU landings on a hard surface often have a stopping distance of about 200’… after coming to a grinding halt… The corn appears to be a good test of the seat belt system… PP thougts only, not a mechanic or physicist… Best regards, -a-

We’re not disagreeing. I had not really considered that a facility could be ATC Zero but control of that facility’s airspace might be handed off to another nearby facility.

Top Gun. Nothing more I can say but go there. They’ve been servicing my aircraft for 20+ years.

I’m not sure that’s entirely true. I know in some cases they route people around the airspace controlled by the facility that is ATC Zero but I think in other cases other facilities take over. In the example in Opposing Bases and I think in the SBA example other facilities took over. LA Center was providing radar services in SBA’s airspace, just not flight following.

If a facility is ATC Zero, it is not providing separation services. Filing IFR is not going to change that. No IFR nor VFR services will be provided. Weather permitting the sector can be used for VFR flight. IFR flights my be rerouted to ensure continued service.

Once when I mentioned to a tug operator with my airplane hooked up that Mooneys have steering limits, he replied, "They all do."

I dont believe Frank Crawford is there any longer EDIT David V indicates he is in a few posts lower. Great to hear!

Thank you for the tip on C&L Aero. We'll give them a call!

Mid Continent Instruments did mine a few years ago. Clean, calibrated and put a new face on the dial for around $300. Sent from my iPad using Tapatalk Pro

Way to go Dominik! File early and often! Best regards, -a-

Wanted to thank fellow aviators for recommending overhauling my Century 2000 versus replacement with new unit. You were correct. It is fixed and cost is less than down payment on new autopilot + install. Took it to Matt Greer Century’s principle installer. Stayed at Magpie bed and breakfast in Mineral Wells Texas for 3 good days just after Labor Day and the autopilot is better than when I got the I first got the N981SM in mid 2000. Great service at the city run FBO. Matt installed the same Autopilot for King Aviation Schools in 1994. It is the same red and white KS plane, now green with gold and red strips, featured in their flying IFR series. Pretty satisfied that some of the autopilot components have lasted 28 years. Had servos/computer worked on in 2007. Local shop sent computer, servos, and instruments to Century. Shotgun approach no real problem shooting or diagnostic equipment like they have in Mineral Wells. Matt is able to run diagnostics inside the aircraft while setting on tarmac. Ran thru approach sequences and can see how servos reacted to inputs from his portable radio device. Found problems with slow roll servo and trim and trouble shot trim switches. Also demonstrated better than I had ever known how to use AP features, including the autopilot interrupt which none of my instructors showed me or I forgot. Put in two new trim switches with wires, rebuilt roll servo, replaced trim circuit board in computer think bad trim switch shorted the board, tested attitude gyro and director gyro per my request on bench which were good. Had one disconnect issue in 5 hours flying. Not sure why that happened may have touched something that interrupted the autopilot. That was a primary concern before in hot weather the AP disconnected in flight only. Have some minor operational issues with selecting altitude hold and heading. Appears I need to select 100 feet prior to desired altitude, 7400 feet for 7500 level flight and couple degrees left on directional gyro, to my desired heading. Overall the autopilot has never been so smooth and fast for me nor held heading, guide slope, localizer, attitude and altitude so well in summer thermals. Very impressed and have full confidence again and can go to partial panel and hand fly which I will practice. Having glitchy transponder replaced next week, so I will be able to fly in clouds and navigate again with confidence. Thanks again for members support and advice and Mooney space for maintaining the forums.

Not a single issue with the PFD. I am considering installing a blower fan for that purpose. Just an assumption on my part, but when I touch the screen of the unit it is way warmer than the 10”. I asked the avionics shop if something else back there could be overheating the unit. They did not think so, but I feel that is exactly what is going on.

Those are not capacity testers. Neither are the ones they have at the auto parts store. A capacity test takes between 1/2 hour and an hour to accomplish. The testers you mention just measure the voltage with a load on the battery.

Thank you Anthony!! Well.... I didn't know it had a name. I love Mooneyspace because so many smart people always contribute to our knowledge base!! Chris

How about a black stripe thru their avatar? Sort of like the police do when a fellow officer has passed.

Thanks everyone, very helpful. I am scheduled with Mark at Top Gun for October.

'Tis true, and I love her like my wife, though they're both getting kind of old. Exactly so. 1980Mooney, you have really nailed it! Your reasoning is clear, logical, and convincing: I should wait until the STEC-50 fails, and then and only then, upgrade the AP. That keeps me from falling down a 30 AMU rabbit hole, at least for now. Still, it's fun to dream, and window shopping is free (like spending OPM). Should I swap out the Garmin GMA 340 audio panel for the PS Engineering PMA450B? What about upgrading the Garmin GTN 750 to 750xi? Gypsy needs some new rings on her fingers and bells on her toes, but maybe not a new autopilot at this time. T-

Sorry, its been a busy week and just noticed this thread has some unanswered questions and an unforced "ERROR" on my part. PS Engineering, Inc. provides 8130-3 for our new products when requested. DMIR, DAR, DER, and FAA are the only entities that can complete 8130-3 form. PS Engineering has several DMIR in house who sign 8130-3 on request for a charge of $35. I should have typed Form 337 Form 337 We require that a PS Engineering Authorized Dealer to perform installation of flightmate(R). All of our dealers are CRS (Certified Repair Stations with at least a Limited Radio Class Rating). If our dealer decides not to submit the Form 337, that is their judgement call, not ours. NOTE: If the customer is removing a GMA340 or a PMA8000 series and replacing it with one of our newer models, a simple log book entry by a mechanic is all that is required, provided it does not include flightmate(R). And our full warranty is valid. Because flightmate(R) might be connected to devices that may be primary systems we require flightmate(R) to be installed only by our Authorized Dealers (which is stated in our installation manuals.) Finally, we only supply the required information to set up flightmate(R) to our Authorized Dealers in our attempt to make it clear the requirement of our Authorized Dealers to perform the connections to flightmate(R) Hope this clears up the mess I made when I typed 8130-3 rather than Form 337. Mark Scheuer PS Engineering, Inc.

Hi @p51p28 and welcome! I’m really close by at KAND and I just got my K 231 back from annual so a short hop to AHN for some ops checks before resuming long trips with the family fits my mission for the weekend. I upgraded from a Cherokee 180 to my Mooney a few years ago so you probably have the same questions I had. Send me a DM if you don’t have other arrangements for this weekend, with Sunday being best for me. Also happy to chat on any random questions.

With regard to the plug gapping, that is one of the suggestions made to me by SureFly as I attempted to troubleshoot my installation. "Gap the plugs wider...no wider... as wide as possible..." I forget the actual number suggested, but I went somewhat less than their suggestion, but still much wider than the standard plug gap, I believe 0.025". I do have to wonder, where did you get the desire to gap plugs that wide? It certainly isn't in the installation manual. I do agree with you @jamesm, I can't understand the "used with the origin SoS system and original left mag" comment. The SoS system does not have a use with the Surefly system. I can't imagine that the OP and his A&P connected the SureFly to the SoS "p-lead"... My Maggie harness was perfect, so I can't suggest any problems with it, but others have suggested that mislabeled wires happen. I would carefully check the firing order in the surefly installation manual against the wires. It's a long shot, but worth it.

@Nukemzzz, My SI only lasted a year. I thought after everything settled out… the restrictions would lighten up… Apparently, the FAA doesn’t see it the same way as I did…. The key thing… if you haven’t failed a Class III medical… this is helpful for going Basic Med…. If you have a class III failure at the end of your record… this limits your ability to go basic med… Essentially, the FAA has left the door open, with a don’t ask, don’t tell clause…. Don’t accidentally go in for a Class III without knowing all your ducks are in a row… To improve on the down time… once you know all the hoops they make you jump through… you can probably send a new package of data in before they ask for it…. (Could be too forward thinking)… Lots of mailing things back and forth led to months of delays… My actual tests can be completed in a couple of hours…. Picture of the heart, EKG, Bruce treadmill stress test…. All local heart doctor stuff… Run the treadmill test…. They think your are suposed to die when you walk in… it’s like jogging up hill… not that big of deal for my challenge… Try to find an AME that is already familiar with your type of challenge…. My AME is good… but he is a bone doctor, not very familiar with heart issues… Check the list of Meds that are OK… AOPA covers this topic quite well…. Some things require a mandatory wait of six months before you can fly again…. As usual…. It’s fun being a human being…. PP thoughts only, no medical knowledge to share… Best regards, -a-

Chris, Just poking you a bit about the ID. It is very easy to forget when everything comes alive where it should. Your iPad had the filter change reminder pop up. That was good. Gonna watch it again. Reminds me of the old days. Uh except for the GPS, clear radio communications, all the neat stuff, etc.

I flew over to Byron late yesterday afternoon to get fuel in preparation for my Wings Program Flight Review today. On takeoff from Byron I heard a "clink" just as the gear was at the end of its retraction cycle. I knew what that probably meant; the right inner gear door rod had broken---again. It was 4:00. I was 10 minutes from Stockton, so flew over there to check it out. I got out of the plane to look at the gear with my fingers crossed. Well, that was useless, since in fact the rod WAS broken. I taxied over to Top Gun at 4:15. They close at 4:30. Mark got right on it to try a wielded repair, since they didn't have the rod in stock. That was completed and tested at 5:00. I took off again and as I raised the gear again I heard the "clink". By now it was 5:15 and all of the mechanics had gone home. Mark was still there and brought out the masking tape to temporally tie it open, while he fabricates a temporary rod this weekend. Mooney will have to make one over the next couple of weeks. They had none in stock. As you can tell, what I'm trying to say is Top Gun it top notch and will go the extra mile for you in a pinch. I've been using them since I bought my airplane 29 years ago. In fact they did the prebuy. How's that for a testimonial?

Well it appears you can teach an old dog, new tricks. At 72 I just got my commercial (yesterday) in my J. Not going to do anything with it (unless that position at Uzbekistan Air, opens up), but I wanted to keep my brain housing group sparking. This isn’t about me though; I just wanted to thank all who posted commercial info on the forum. As you know the info out there is geared to Piper and Cessna. With your help I got entry speeds, power settings, etc., geared to a Mooney. We all know this is a great resource for all things Mooney, thanks again for the help.

I know you're asking about a cluster. DM me if you're looking for a brand new CHT probe, installed then pulled for installation of EDM. If ya can afford an engine monitor, do it. If ya can't hit me up and I'll sell you the probe for what I paid for it. Stay up.

We affectionately call our Brittain altitude hold "The Shizzle" 'cause it is. Makes flying long distance so much easier, especially IFR. Too bad the pitch control/altitude hold units are almost impossible to find. Come on Brittain! Come back into being!

For those of you still operating a Brittain wing leveler or autopilot, Kevin Westbrook (former Brittain technician for over 30 years) is willing to help over the phone with troubleshooting. He has helped me trace a recent problem to the DG. I'm trying to keep my Brittain system and in particular the EVT turn coordinator operational for as long as possible. Kevin may be reached at 918-521-5139. If a turn coordinator needs overhaul, it can be serviced through Porter Strait Instrument Co in Tulsa. I asked Kevin if it was OK to post his phone number and he said it was fine.

I would break it beyond repair trying step two. I’m impressed with your skills.