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Costa Leite

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About Costa Leite

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    M20J Allegro

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  1. Dear All I contacted Mooney Support early this week asking if they know anything about this switch, and here is Kevin’s reply: “Fredi, I have consulted with our electrical design engineers and there is no data to support that the switch was in place when the aircraft was manufactured at the factory. It would be very interesting to trace the wiring and find out what it is connected to. Sincerely, Kevin Kammer” I already went to the hangar and flipped the Protected Red Switch and confirmed this is a Radio Master Bypass. By coincidence I just saw an UK M20K sale advertisem
  2. Hi, Many thanks for all comments. As already edit on my first post, I clarify that this switch is not labeled. This M20J Allegro (SN 24-3429) was bought at Kerrville and then flew directly to Europe for its only single owner since new till present. A picture from the original panel is attached, and as you can see, since factory this bird had an ELT, but didn’t had any EPIRB. I looked through the Logs and there isn’t any entry regarding this switch. As this J doesn’t take any weapons, I believe the switch is an Avionics Auxiliar Switch as someone told me before and as Greg and Skip
  3. To fellow late M20J connoisseurs: I have a long time doubt regarding a non-labeled switch on the cockpit panel of a 1998 M20J Allegro (SN 24-3429), the third last J to roll out from Kevrille. On the right side of the cockpit, on the CB panel, there is a red protected switch on the lower right corner, and I am not quite sure what is this for? I was told that it is an Avionics Emergency Switch, but I don’t know if it is true... You can see the switch on the pictures in attach. This aircraft rolled out from Mooney Factory with it, but this Allegro doesn't have a 2nd battery, neit
  4. Dear ALL, This is a very old topic, but I would like to share with MS community that I had the same problem of high fuel flow readings on Shaddin Miniflo-L (S/N:8008 Software:60.01.77) on our 1998 M20J Allegro with IO-360-A3B6 (the third last J that rolled out of Kerrville). The difference from the Miniflo to the fuel pump was around 15% higher on Shaddin. After reading all the comments on this topic, I went through the Shaddin instructions and performed a flight test to turn ON the fuel pump for a couple of minutes while on cruise and didn’t notice any drop on fuel flow that could i
  5. Dear all, I had a chat with Garmin Avionics Europe, and here is the reply: If the autopilot will fly an ILS without any problem, but will not fly the glideslope of any GPS approach, then this may indicate a wiring problem. There is an "ILS Energise" line from the GTN to the autopilot, which is meant to confirm that your Nav Radio is tuned to an ILS, which is what allows the autopilot to go into approach mode and fly the vertical element of an approach. The autopilot does not know about GPS approaches, so this is the only way it can allow approach mode to work. The solution to this is
  6. Hi Carusoam When we bought GTN750, the unit came with MainSoftware V6.2. And it was already something wrong because since first day on GPS approaches we saw GS indication on HSI but he AP would not capture and fly the glide path... only the LOC. But the AP could fly ILS approaches fully coupled with LOC and GS. After the recent GTN SoftwareUpgrade to V6.70, the problem persist, and it is also noticeable on “GTN Visual Approaches” which are GPS approaches self computed by GTN with GP output, that is clearly visible on HSI as well, but the AP cannot fly it, although it can still fly fu
  7. Thanks Warren and Schinderhannes for your comments. I am precisely looking for thins kind of information / advice. I confirm that the AP can fly correctly ILS approaches and follow the GS. But cannot fly the GS of GPS approaches with vertical guidance. This already happened before the recent GTN software upgrade, but now after the software upgrade it is more noticeable because the AP cannot fly the GPS Visual Approaches and it should! It is really strange that the AP can fly ILS approaches and capture the ILS GS, but cannot fly the GS of a GPS approach even that the GS is correctl
  8. Ok. Thanks for the advice Donkaye. I will let this maintenance for our avionics guy. But it is real strange that the KFC150 captures the LOC&GS of an ILS but not of an GPS Approach. So I guess the missed wiring is only about GPS wire, right?
  9. Many thanks to all comments on this topic. I updated the GTN software last week and already tried the visual approach a few times, but our KFC150 only capture the CDI and not the VDI even though I see the VDI on the HSI. I am aware of the necessity to fly through the glideslope slightly, from above or below, for the AP to capture the VDI, but I couldn’t fly the approach with AP engaged on APP mode through the GS like on an ILS at any of the trials. As I have the same problem when trying others GPS RNP oficial approaches, I am thinking that maybe our wiring is wrong... Donkaie, can you
  10. Many thanks Donkaye for the explanation! I will trace this up and post the follow up. On next week I schedule the GTN Software Upgrade and I will be able to check everything.
  11. Dear all, On our M20J Allegro we have upgraded the panel to a GTN750 in 2017, but we kept all original KFC 150 system: ADI KI-256 & HSI KI-525A & APcomputer KC-192. We don’t have any GPSS unit neither ALT pre-select KAS-297B. Our GTN750 still has the MainSoftware V6.2 that came with the unit but now we would like to go for the GTN SoftwareUpgrade V6.70 in order to benefit from the last functions like Visual Approach, Vnav, etc. But I am not totally sure if the GTN will send GS information to the KFC150 from the 3°glide path of VisualApp? Does anyone have this configuratio
  12. Our Mooney is just coming out from annual inspection, and the clock bulb was changed. The mechanic found easier to access the bulb through the top of the panel with the glareshield removed. He didn't attempt to access by the ASI, but I believe this is also a good option for a quick access that avoids removing the glareshield. I 3d printed the changing tool with the file that Larryb shared above, and it revealed to be very helpful because it takes a lot of pressure to turn the bulb out. Actually, you need to press and turn 90º to take it out. But with all information shared here on M
  13. Last year we also had new Seals on our 1998 M20J Allegro ordered from GeeBee. Price was 275usd + 90usd for ship to Europe. Colour in Royal Blue and Silver pop rivets. Guy also offered a free set of valve cover gaskets. Our feedback is 100% positive. This is a great product with perfect fit on cowl. Be aware to follow GB recommendations on installation, like the slight rear seal forward bend. The Engine temps just got right low after seals installation. Check the pictures below to see the quality product and to understand also the difference between the original hardened staples and the n
  14. Dear All, Many thanks for all replies and shared knowledge on this issue. I understood now that the M20J Allegro panel clock is a VDO/Porsche944 unit with P/N 944.641.213.00, re-badged by Mid-Continent, and there are USD50$ Repair Kits (that include LCD screen, Bulb, etc) for these units on-line: https://www.ebay.com/itm/Porsche-944-968CS-digital-clock-LCD-screen-repair-kit-/122182345640 I probably have a burn bulb, which PN is 431-919-040. For OSRAM the PN is 2721MF8, and it's mandatory to order the exact part number as some of the similar OSRAM bulbs won't fit. To re
  15. Ben, I have the exact same clock light problem on the 1998 M20J Allegro. I was never able to solve this problem despite several contacts with Mooney Factory that told me they were still waiting for a Mid-Continent answer. I just searched today at MooneySpace for this situation and found this present Topic and it seems you have the solution! But the shared link in 2012 is no longer working... can you please help? I would like to know if this original clock can be illuminated, and if so what part/change do I need to get? Many thanks in advance for your help! Regards
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