Ragsf15e

The fun thing is that it can be interfaced with dual navigators if you have the gfc500 (since that’s a garmin autopilot).

So you changed the transducer and still get the same readings, but a manual gage indicates higher. What actual gage is the transducer feeding? The stock gage? And has that been redone?

He doesn’t have a new attitude source, they kept the original adi. He just has the g5 hsi. @bcg is correct though, there’s only one navigation input allowed when used with a non Garmin autopilot. Since the hsi is tracking a vor, it “shouldn’t” be wired to the gps175 as well. Maybe it’s not exactly meeting the installation instructions though?

(Tongue in cheek) I’m flying you and @N201MKTurbo up here to help me fix mine when one of these things breaks!

Huh, mine is an F, but the preload tool is only for checking the mains. The nose is a spring measurement.

I think all of this is going to become a significant problem for us with early electric gear as the gear motors, 40/1 gears and backup crank cables fail from old age. There really aren’t replacement options. That being said, I really like the electric gear, I just wish there was a solid option for parts when they are needed.

Ahh, I assumed ADI but you’re probably right. If he has an hsi, should be simple as push knob, twist right to gpss, push knob again, confirm that it’s selected in the too left of screen you see a little hdg bug symbol with an x through it.

Interesting. It only has one G5? I have 2 G5s, GPSS is only accessible on the HSI G5. I wonder if you can do GPSS with only one G5?

Yep, you can do exactly that and some people do.

A good option might be to ask an msc to order one from mooney as these are the kind of parts they are still making. If you want salvage, maybe @Alan Fox

You need @Shadrach… describe exactly how it’s leaking and where it’s leaking from. He’s the ninja master of hydraulic flaps.

Gel.

One option (does not appear cheap) is to get one on ebay. I have seen several on there in the 3k-5k range. I also have this fear of my motor going out, so i looked. Another option i would suggest is taking it to a small motor / alternator shop and asking them to repair it. Likely they can. You would need to coordinate this with your IA because they will have to sign off on the installation. Finally, I would call Don Maxwell in Longview, TX and ask for help. I guarantee he’s seen this and will likely have suggestions we haven’t thought of. Who knows, he might have repaired a few as he is very familiar with them. please keep us advised as to how you get her fixed up. Drew

Well ok, mine is 120mph, not kts, It does seem weird that the gear speeds change throughout the years without changing the airframe.

Definitely provide a few extra details about it. As @N201MKTurbo said, there may be ways we can help guide for repairs. Otherwise possibly salvage. There’s also an issue in getting new gears for that part of the assembly (40/1 or the original 20/1). I’m definitely interested in what’s wrong with yours and how it gets resolved as it’s one of my worries as well (I have the Dukes version).

I doubt it will hurt it but personally I don’t want to intentionally exceed my gear down speed of 120kts. I think you’re better off just climbing up to 5k or so and letting her eat!

That would be awesome to have a thread like that. We could probably start with a post describing how to collect cruise, mpg or climb data from flight or adsb. Maybe a link to a 3 way groundspeed to TAS conversion website too. If we did this on a Mooney forum though, people might not like it if they can’t keep claiming 170kts at 8gph! I like this one… much more accurate than using the kias from my 55 yo airspeed indicator. http://www.csgnetwork.com/tasgpscalc.html

Put the cowl on. Put a flashlight in the oil cooler door. Look into the “guppy mouth”. Anywhere you see light is a leak. Your aft baffles look very leaky. Also look around the alternator in the lower front. Finally, cruise climb at 120mph for best cooling.

If that’s true, then the intake boot you have as a backup is gonna be worth a pretty penny…

Sorry, no cb award because you spent 3 gallons of avgas on a restoration kit! Coulda used toothpaste. j/k, it looks awesome!

Were you able to find something that works?

It’s the other way around for helicopter pilots… they know all those 10,000 parts are constantly trying to throw themselves apart and they expect it to happen at any moment.

A J makes a nice forever plane too, so don’t exclude that.

Well for example, on another thread we went through the annual inspection cost for a simple C model- no maintenance, just inspection. The results were 2500-3500. But that was for a C. Let’s say you find a place that can do a k252 for $3000 (which I find optimistic). That includes zero actual maintenance. I spent $5k on my annual this year and had almost no issues and helped. Then add in 3xoil changes and probably some routine maintenance. Someone who has a K should chime in, but I expect your maintenance/inspection budget should be ~$5-7k per year for around 100 hours. That might average out but stuff adds up fast.

Is there one that sits negative 6” off the ground? Because that’s the one I want under my Mooney.