MikeOH

Over the last month, or so, my AI has been taking up to 5 minutes to stabilize. It doesn't shake, just doesn't level up for a long time. I do NOT, repeat, DO NOT, want an electronic AI. Just looking for recommendations on where to buy, new or OH. Not sure I want to wait for mine to be OH'ed. And, what is typical, labor wise, to get it installed. Thanks!

@MooneyMitch What time are you thinking?

Yes, I now see that paragraph (h) is where you are boxed in. Absent getting it removed from the AD, it doesn't look promising.

^^^^^^ THIS. ^^^^^ was the point I was trying to make in my earlier post. I don't think there is anything for Lycoming to get back to you on. It seems to me Penn Yan just needs to agree, and you get to keep your crank!

I am confused. If the following you posted is correct, then what does getting anything from Lycoming even matter? "In readingthe AD, compliance is accomplished as follows: Look at the list of affected engines. IF your engine is not on the list, you're not affected and go fly." If YOUR engine wasn't on the list, it seems you were good to go from the start, and Penn Yan should have known that. The crank shop, NOT having the engine info, was merely responding to the crank serial number. Or, am I missing a key point??

Well, but of course! You don't want to be using "buggy whip" technology in the internet age, now do you?

Could be true; I have no idea of the total installed cost comparisons between STEC and the others. My angst stems from what seems to be the current prevailing view that a sub $100K aircraft needs the latest GTNs and a fully coupled $30K A/P to be considered worthy. No, my buggy whip STEC won't couple to the glide-slope, or fly random location holds, but those features aren't worth the coin to me. I'm just constantly surprised at the number of people that seem to think they're mandatory, and feel the need denigrate perfectly functional 'old' tech.

But, unless money is no object, the fact the same horses are being whipped even in the internet age, I find my STEC to be quite effective for my flying.

There's also Aero Accessories out of Van Nuys, CA for everyone I know on the west coast Very happy with their overhaul of my mags: price, turn-around, and no problems!

Not that I can notice; all lights are quite visible even in bright sunlight.

I've been very happy with my decision to buy the TailBeacon. For ADSB-In I have a Scout and use my iPad; a MUCH better display than the 430W. All in, a $2600 solution.

Another vote for a bad ground. (Or, an undesired one: e.g. the mic insulating washers jetdriven mentioned)

Hmm, thanks for the history lesson, but I'm staying with, 'This was a BAD idea for GA.' Good engineering is often in the devil IS in the details, like considering after sale maintenance. I don't know if you meant to imply installing the dual mag is more difficult than a 'normal' mag, but either way you've got a better chance with TWO mags (unless the same A&P butchers BOTH installs at the same time!). And, having TWO sets of drive gears does provide an actual redundant level of protection. I wasn't aware of such competition for 'pad space,' but what are these 'number of engineering problems' that the dual-mag solved? The fact that Lycoming discontinued production, and wants them retired, is pretty good evidence that bad decision making occurred. Yes, it's easy to say that in hind-sight, but that doesn't change the reality of it.

What I'd like to know is the 'genius' reasoning behind this lame idea in the first place! Really, how much money were they going to save by going to a single-drive, "dual" mag??? They had to not only design and tool for the mag itself, but for the accessory case, the new bracket, documentation costs with different BOMS (to call out the different prop governor, oil filter, other stuff?). How many engines built before they paid back the R&D/NRE costs and were going to 'make a killing'? No reliability history, either (but, they got that, didn't they?). Now they'd love to get them out of the field! No kidding!! Who ever pitched, and SOLD, this ridiculous idea to Lycoming management deserves the marketeer of the decade award!

Paso would be great; we were already thinking about going up there!

Another happy Pacific Oil Cooler customer

My wife and I would be up for this. Any where in southern to central California would be good. Have to make sure the establishment allows outdoor seating. Should be okay outside of LA county, I would think.

Definitely going off a Rev. Jim memory here, but don't some of the models have TWO senders per side? In series such that the housing of one is insulated from the airframe and is then daisy chained to the other sender that must be grounded?

I'm in the 'as needed' camp, and not a fanatic about any particular method. Having said that, my 'normal' practice is full flaps on final after having the field made. I normally put in TO flaps when I'm ready to turn base. Strong winds and I'll leave flaps at TO. I can land clean but have never seen a reason to. Ideally, I want to touch down at the slowest speed possible.... I wish I was that good, though

@Jonny Good on you, Jonny! That was a welcome response. Tech page link on home page is great! Now, please work on the 'filter'; I put M20F in MODEL and it seems I get hits on docs for other models (maybe they all have overlap as I didn't go through every one). I'm still on the fence over the need for a forum on the mooney.com site...I, too, am concerned with dilution of effort. I do NOT want to have to check multiple fora for information. MS is already the gold standard, IMHO. I recognize you have a business to run, so it's extra effort for you, or your employees to check here, but I wonder if some kind of technological solution could alert you when a relevant issue comes up here. Say, like the @so_and_so, but would send an alert to your team directly. Similarly, when you post new info to the mooney.com site, some kind of notification could automatically be generated here to let us know. Since you are not, very wisely, building new aircraft at this time, WE are your market. Why force that market to work harder?

Didn't see any actual data in your argument. Where is the data showing gear-ups are more likely when doing T&Gs and that our HUGE insurance increases are due to gear-ups? If the increases are due to gear-ups, I'm interested in what CHANGED versus prior years. I'm failing to see the logic in how taxi backs are okay, but T&Gs are not, when it comes to gear ups. If I forget to put the gear down, I'm NOT going to be taxiing back Finally, the appeal to "my entire life is about risk-benefit" "lowering risk" has no end...why fly small GA at all? EVERY one of us is taking more risk just by participating in GA. Perhaps you NEED GA for business so accept that risk. I fly for fun, it is NOT an activity that I can justify by anything other than enjoyment. I ENJOY practicing my landings. By your "life risk/benefit" analysis why should anyone fly for pleasure knowing it's riskier than not?

As one who brazenly, and unashamedly, does T&Gs (did three today, in fact), I'd be interested in your data set that shows pilots doing T&Gs account for a higher percentage of gear-ups than 'ordinary' landings.

Oh, I know it's a lot brighter. Just not worth $450 more. If I flew at night I might well find the extra illumination worth it.

Hate to say it, but without some valid certificate in your possession I think you're out of luck; what's in the FAA on-line database isn't going to cut it. If your DPE took your old plastic, and the paper temp expires, you are NOT legal to be PIC. Sounds like that link for temp certs may be your best bet. Good luck!

Oh, I did my homework.... If you think a $599.99 LED light is worth $450 MORE than a AeroLites Fusion then you just aren't a CB Mooney owner like me