Aerodon

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

Don't piss on someone else's posting unless you have all the facts (and even then, not, unless it is a scammer). Look at his invoice and see all the extras he bought over and above the GI-275 and 4 cylinder kit. The '4 cylinder' kit is not a complete sensor kit. Then start adding up the costs for the OAT, pressure transducers etc. I've gone through the exercise of adding up all the requirements and wiring harnesses for the GI-275, and the end result is somewhere between the price of a JPI EDM900 and 930. There are pro's and con's of all engine monitor systems. Some of the things that I like about the GI-275 - more transducer selection options (lower price than JPI), smaller footprint, compatible with previous FF and other transducers. Aerodon

I have a new or used one for you. Standby for PM. Aerodon

If it is any help, I have a nice 24" roll printer and can print the 24x48" or even 24x96" Mooney electrical drawings for you. Aerodon

that would be the brake fluid reservoir with a long line going to the brake pedals.

I'm trying to help Tal out with a replacement Tacho for his M20J. It appears that the gauge is the same part number 880039-517 (2" electric), but my plane (M20K) has a sensor on the magneto and his has a tacho-generator where the cable drive is found on the engine. The Tacho part number matches my parts manual for my serial number. But I cannot find a part number for the sensor? Anyone know these B&D Tacho's well enough to know whether they are compatible with tacho generators and magneto sensors? Anyone know where to find the sensors in the parts manual or elsewhere? Aerodon

One of your probes could be a spark plug or 3/8" ring to fit under the OEM CHT. These are not as reliable and fail. Any idea of which cylinder Mooney installed the OEM CHT? Terminals come loose (near the probe) and do that sort of thing. Looking at this chart, I would say this is your problem, but unless you identify a loose screw on one of the connections, change the probe out. Probes fail. It's a good idea to keep one or two EGT / CHT probes handy, it will reduce your trouble shooting costs. Less that wasting your time swapping leads to identify a bad probe. AeroDon

I've had this before on a C172 that starts only on the left mag with an impulse coupling. When you crank, the right mag is grounded, but if the left mag is not working the engine won't start. When you let go of the key to the both position, there is still enough RPM for the right mag to start (or kickback). Aerodon

I have a 30,60 and 160G Turtlepac, take your pick and send me a PM. I also have documentation that might help with the installation approval. Aerodon

Really, do you really expect someone to go out and measure their plane for you? And then rely on those dimensions to fabricate something? Just order from one of the cover manufacturers, they have done all the hard work. Be prepared to give them dimensions of where yourr antennas are. Aerodon

Bump, different unit now available.

Mooneys are short of panel space. One way to fit everything in is to use remote boxes wherever. This remote ADSB in/out transponder has a built in GPS sop does not need a GTN to control it, but still needs something like a GI-275 or G3x to control it. It will also need a GPS antenna, I have some options for that. I think something like a GI-275 MFD would make a great MFD, backup ILS indicator, transponder controller etc. Aerodon

If you were to ask me to make an OPP (owner produced part) according to drawing 720115 for 3” extensions I could do that for you. aerodon

The gold box is an airspeed switch (actually two switches) that can be used for gear, transponder, timer on, traffic systems, hobbs etc, anything that needs on when the airspeed is alive. Keep us out of suspense, follow the wires on the black box. Aerodon

Back to the accident, seems like reverse thrust was open on the bad engine and not on the good engine. Speculation is good engine was shut down. Aerodon

Our local airport has increased the runway length to 5000' and we are starting to see more jet traffic. In one direction we have a fence and blueberry fields. In the other, a fence, a road, then a drainage canal and then another field that is still airport property. A friend had EFATO and his big fear was that he was going to go into the ditch and flip over, so he tried the impossible turn and crashed and burned. Another pilot drove over to the scene and pulled him out with surprisingly few injuries. My point is we all know it would be safer to have a bridge across the canal, but that is going to be expensive and there is no-one to pay for it. Aerodon

I think you need to separate your thinking into electrical and avionics. Printing up a full size Mooney electrical drawing and marking up is a great idea. There can be a lot of stuff removed, replaced or modified during an upgrade, and its not hard to make handwritten notes to the drawings. Things like annunciators, old engine instruments, dimmer unit replaced, vacuum warning lights, etc. My Mooney drawing shows the avionics circuit breakers to an avionics power connector, and another one to an autopilot power connector. I've tried to keep the same pattern going, although I no longer need the autopilot connector. And I no longer need the Sonalerts for the autopilot. All avionics shops should provide some documentation as part of the requirement for 'continued airworthiness'. I would be satisfied with an overall block diagram and then individual sections for each item installed. Most avionics manufacturers provide 'installation drawings' that can be printed and marked up. Often these include interfaces to other manufacturers equipment. Aerodon

Horis, I see you have a 1994 M20M. I'm curious to how many hours you have on the donuts and if you have any pictures. Original donuts?, you should be able to read the dates on them somewhere? Are you changing on calendar time or condition? And is the nose gear worse than the main gear? Don

This is what the test log looks like. Error 16 is antenna failure, happens when you power a unit up with no antenna connected, or a problem with the antenna or wiring. LED 1 on is 'normal' LED 8 pulses once per second 'normal' RX/TX working. LED 6 comes on when lightning or noise is detected. This is a good system, 1605 running time is not unusual for a WX500, I have seen over 7000 hours on one. Aerodon

I am a landlord and have some tiedowns. We had a bit of a windstorm and I was notified that a C150 had blown over. Fire trucks came out and contained the fuel leak. I was concerned because they were my tiedown blocks. Fortunately I managed to get photographic evidence that the tail was not tied to the block provided. Once the tail got going, the other blocks had no chance. Lesson was not to lease spots without proper tiedowns, get a lease that limits my liability, drill holes and cement the tiedowns in etc. In general, blocks are not enough, if the wind is from the front, the wings can produce a lot of lift. If the wind is from the rear, once the tail gets going.... Aerodon

A Seneca II has a TSIO360EB, setup much like a 31 with GB or LB. A Seneca III has a TSIO360KB, 220 HP - the extra HP comes with 2800rpm or so, and a 5 minute limitation. I believe there are changes other than the RPM to get the extra HP. There is / was an STC to add an intercooler and the KB engines to a Seneca II. I don't think this is something you can do in the field to a Mooney? Aerodon

Yes, both the filler tube and dipstick need to be correct, don't assume that because they are listed in a certain order that they go together. And they are probably different for different sumps. Try find a filler tube number and the dipstick number. Go through the parts manual and see if you can figure out which one goes with which.

Did you resolve your problem?

Good to know. I have a Lasar replacement and once I install it I will have a repairable truss. Someone tweaked it and both tabs have a bit of damage. Should be an easy repair, but I want someone who knows what they are doing.... For the next guys sake. And for the next guy needing a repair - much better to have a repaired part in hand for this replacement before you start.... Aerodon

Yeah, there are a couple of comments that are overused on the webb. 'that will buff out' and 'that will raise the rates' as though it's going to happen tomorrow. I think you are correct - a certain number of wheels up claims are built into the premium for retractible planes already. Over time, if the rolling average is going up or down, that will affect rates. And then that sort of thing probably gets averaged over multiple types. If you want to start thinking of what changes rates, I think there are a few things evolving in the market. Some parts are unobtainable (gear motors, factory parts etc.). Labor and skills to repair are definatley in short supply. Parts and labour way more expensive than a few years ago. This has lead to a thriving 'salvage market', so the simple sum of 'insured - salvage value' < 'parts + labour + uncertainty' becomes a very easy decision tree. And I think we all benefit - decent supply of used parts, quick payout of insured value vs, a year or two of downtime, lower insurance premiums because the insured loss is lower on two fronts - availability of parts and lower payouts after a good salvage sale. I'm not saying it is simple, that's why we have actuaries. Aerodon