Aerodon

Aah, now I think I understand how the spring steel wire was attached to the post for the flap indicator. Just wrapped around? But there is a hole in the post, either for a cotter pin to hold the 'coil on' or maybe tuck the end of the wire in? Aerodon

That might be correct for a 25-20XX serial number, but for a 25-1XXX conversion you need to change the lower gear legs, brakes, gear doors, master cylinders (& bell cranks too). Aerodon

The nosegear collapsed on this airplane during its off field landing, so don't get your hopes up. Aerodon

If you can measure accurately, I can easily cut a filler plate for you. For a really good long term solution I cut one panel to fit behind your instrument panel and another piece to fit exactly in the hole. Then flush river the two together and paint. Drawing and cutting at the same time allows the rivet holes to match and be on a precise layout. Not all the 1/2 ATI holes are exactly the same. The KAS297 and KI572 look the same but are different. One of those aircraft spruce [plastic covers should work. But bite the bullet and do a full panel redo - this is my latest creation for a 252. This will be a template for final test fitting and tweaking the design. I'm thinking of dumping the annunciator panel and using some of the fancy square Eaton annunciators. The EDM900 annunciator will give a red or amber 'check engine' light that will draw your attention to the EDM900 for Hi/Lo volts, Low fuel, etc. Still need gear up, gear unsafe, alt air, I can do without 'starter engaged'. Aerodon

Just wondering what you are trying to achieve? Are you still doing your glass panel update, wait until then? An older PMA7000 will be a better plug and play with the KMA24, it would not be too hard to remove the separate intercom. But all this might get you is stereo audio and a couple of music inputs. And a bit of panel space. Aerodon

HAIS, Is your plane still at CYCW - just order a new battery from Firkus or Chief's and get someone there to change it for you? And get the best Concorde you can find and look after it properly (battery minders etc.) and it will last 10 years. Aerodon

I have one of these cable testers with a total of 4 expansion slots, 12 different boards and more than 20 cables that can plug into just about every aviation connector in the plane. Even the Garmin 78 pin HD connectors, Winchester connectors (Bendix King) etc. If it is a loose wire, one of the tester cables has 10 mini clips. It tests every pin against every other pin and can generate a useable wiring diagram and a pin to pin list in seconds. This is a really excellent way of generating 'as-built' wiring diagrams testing against a known configuration for pass/fail and also trouble shooting existing installations. Aerodon

There are gear ups for other reasons. Broken no back spring for one. Something snagged on a gear. Broken hardware etc.

I have made several of these for Mooney / Piper. Wide enough straddle the hole in the wing rib, tilted 7 degrees, predrilled for GMU11. Send me an email, supercub180@gmail.com if you need one. Aerodon

Rear driven alternator parts looks like the starter drive is part of the upgrade, this would get quite expensive.

That was well installed, fuse on the input side (or is that a connector?), then circuit breaker on both the oullets. The fuse on the input side should be really near the battery or the busbar that supplies it - should not be too difficult to trace? Get your voltmeter out, maybe the converter has failed? Aerodon

Steve, now that you have the servo out, you can see if the part number matches the Brittain autopilot servos. Can you post another picture to show whether it has a 'chain' or fitting on the pulling side? Aerodon

Ethan, I have a spare TSIO360MB engine core with a complete 2nd alternator system. It will be a lot of work, but you could change the backend of your engine and gt a second alternator? Aerodon

I was debating whether I should install both Lemo and jacks, now you have given another reason (O2 mask mic). And just this morning my friend called to borrow my Bose A20's because his failed and he needs a Lemo headset. Don

The drawing shows the Lemo wired in parallel with the jacks (more common). I see a switch on your installation, so either it is a many pole double throw, or a SPDT switch that controls a relay. And (unfortunately) I can see an avionics technician not understanding this and running a new wire from the audio panel to the jacks / Lemo. When you say you can't hear, are you talking about the sidetone when transmitting or the audio from the radio? Or both? Aerodon

To the OP, my apologies for the thread drift. Mike, In my experience, most employment contracts have a 'place of employment' in them and you are expected to get yourself there. And you may be expected to travel near and far, depending upon the type of work. Generally the employee expects to be reimbursed and travel in company time, so it is the company's business on how you get there. There is clearly a difference between driving to your place of employment or to the job site. One is not the company's business, one is. Even if you don't tell anyone, arrive at the job site and don't claim any expenses - all is good until there is an accident. Starting with your wife still wanting company life insurance and death benefits. And there probably is a way of structuring your employment contract to make it very clear that you are expected to show up at the job site by your own means, then you have what you want? All the possibilities make my head hurt, so I found it easier just to follow the wishes of the company at the time and save my energy for other fights. And ultimately start my own business where it becomes my problem. Aerodon

Yes I have been through this before. It really is risk mitigation from the company's perspective. It takes a really well qualified pilot and equipment to be able to fly with some level of safety and reliability, and to be blunt, not many of us are up to it. I worked for a large company once that had a fleet of Commander 1000's and ran a mini airline to various remote locations as well as a 'charter style' flights for senior management. My instructor was one of the corporate pilots, and really helped my understand the risk of GA flying at the private and corporate level. Employees were 'banned' from driving to or from sites at night. You either drove the day before, or the day after a meeting or assignment. Two separate night time road fatalities on company time made the company realize that a) it is extremely expensive to the company and b) it is not reasonable to work a full day and then drive a few hours. So they made the rules and provided a viable alternative. Flying my Warrior was not the same standard as a Commander 1000. The owner of an engineering company in Calgary crashed his C172 on a private flight (he and his friend died, but his granddaughter survived. Several months later his son crashed the company Jetprop along with a bunch of employees. Apart from the immediate tragedy to all the families involved, can you imagine the lawsuits that follow from the employees families etc. Its after the accident that everyone finds out how good or bad everything is, from insurance, pilots qualifications & currency, maintenance etc. And its not like the insurance company cutting a check for $50k just to pay for some repairs - once you get to 3 passengers families each claiming $XXm from the company, the pilot, his estate, etc. - the fight is on. Think of a few recent accidents where the planes crashed into houses and in some cases killed people on the ground. You can be sure that the homeowner insurance company will make a claim against you, your estate, and hopefully you have enough liability insurance? I am not trying to be a wet blanket, just pointing out that when we start flying friends and family around, take that extra level of risk mitigation. If you start flying work colleagues around, they are naively expecting the transport to be as same as a charter or airline. You need to approach this like a corporate pilot would. Last time I chartered a Lear 45, the pilots went and checked themselves into a hotel for the day to make sure they were well rested. They were probably at the airport at 6:00am, we flew from 7:00 to 7:45, they rested, we did our work, and we returned at 16:00, landed before 17:00. I have used my aircraft for a lot of business travel over the years, sometimes at my own expense, other times reimbursed for travel etc. Zero incidents or accidents, but looking back, there were a few flights that were not very smart. Personally, I (or my estate) have too much to lose to have any claim against me. So I'll fly myself around on business anytime (helps to be the CEO of the company). But I would think twice about carrying employees or contractors to a location. Aerodon

I have temporarily fitted this new 28V OR5002V position and Strobe LED. But I am really not against using the other conventional Whelen strobe and aft nav light (see my other listing). I'll finish installing whichever one doesn't sell first. I have not cut/soldered/crimped any of the wiring. (And the pictures were right side up until I posted, if anyone can tell me where to rotate them I will - do I do it on this page, or do I need to edit the pictures somehow before posting?)

Larry, My 172 partner pulled the plane out of the hangar and turned too soon and scraped the side of my car while I watched. He paid for a new stabilizer tip and my car, but at the next annual we had some elevator repairs and a slightly buckled centre section. Same incident or 40 years of pushing down on the tail to swing the plane around? I would at least inform your insurance company - you don't have to proceed with a claim. I would not use your common IA, ultimately he is going to make one of you unhappy with the repair cost or thoroughness. I would get someone who is really knowledgeable about repairs to Mooneys. There's at least one story on the web with a near fatality with that lower mechanism failing. There are enough 'good airframes' being dissembled for parts (BASPARTS), that you should be able to find complete assemblies. Don't even think of bending any of those components straight. My car has an automatic backup brake system, activated about 3 times in the 18 months I have had it - two false alarms and one 'probable save'. It scares the crap out of me when it activates because it comes on so strong it actually feels (and sounds) like you have backed into something. But each time it does it I will think of your Mooney. Aerodon

I have 3 Whelen strobe power supplies (14-28v) with the nut plates to mount on Mooney inspection panels (wing or tail). $99 each. I also have a new old stock combine strobe and 28v halogen nav light A500ASP-V-28V. This is prefect for those who want to get rid of or supplement the wingtip mounted aft halogen lights. Has 2 x 36" pigtails, one for strobe, one for nav. I suspect it might be quite easy to change the 28v halogen for a 14v halogen or LED? $250. Aerodon / supercub180@gmail.com

Yes I see that now. The J has an extra piece that fits on the wing too.

These are the mid gear doors that mount on the lower gear leg of a M20K 252. The 252 has a set of inboard gear doors that completely cover the wheel, but I think these are common to most M20K's and J's. US$900 for the pair shipped. Aerodon supercub180@gmail.com

Paul, the weep hole is not drilled through to the center hole. Don

there's a big hole straight through like the old one. its the small 'not hole' that i think should be a hole. Aerodon

Clarence, So I had the wrong drain valves installed and found a set of used drain valves off some old cylinders. But the tiny hole was never drilled through (we looked carefully on the inside). Do you think these are a bad batch, or are they not supposed to be drilled through? Aerodon