Costa Leite

Sorry that I confused Moritz with Sigma Tek. Of course I don’t have Moritz and do have sigma-tek gauges. Historically, the two readings are very similar, and the JPI usually shows 5° lower temps. Our mechanic once told me that the ship OilT sensor is located on the oil line that goes to the Oil Cooler and the JPI sensor is located on the oil line that exit the cooler, and so this was the reason for the slight difference between them. We never touched these sensors ever! I don’t really understood what the vernatherm was doing but right now I figured out! Thanks. So, I agree it must be something with the SigmaTek gauge or with its sensor, because all other readings are totally normal.

Dear All Our legacy BK ADF KR87 (yes, in europe we mandatory still use ADF) has a problem with the Flight Timer / Engine Timer. Right now, after power up, the KR87 starts counting Flight Time, but it should start counting on Engine Time only. Before this happens, right after power up the unit started counting Engine time and only after departure the KR automatically started counting Flight Time. I think this unit has somekind of a switch connect to the Landing Gear Indication. But we never touched that gear connection, and this is not the first time we have this problem. But before, this problem just disapeared and the KR87 started counting correctly by it self. So, I guess this can be a faulty wire contact or a wrong wire connection?? Does anyone knows where to look or how can this be solved? Thanks in advance for your shared knowlodge!! Cheers Fredi

Dear All Yesterday I went to the hangar to wash our 1998 M20J Allegro. After the wash I went for a short local flight to dry the aircraft. After departure I imediatly notice a High Oil Temperature indication, around 220º, on SigmaTec gauges. I then double checked the JPI 700 indication, and it was normal at 190º. OAT was 20º on this gusty day. I then checked CHT temp and they were also normal, around 360º, and Oil Pressure was also normal and in green. While I reduced engine setting for cruise flight at 1000´AGL, I also selected cowl flaps full open. But the Oil Temp remained really high during all flight, reaching a maximum of 240º on gauge, but they kept normal on JPI 700, reaching a maximum of 195º, and the CHT and Oil Pressure remained normal during all flight, both on gauges and on JPI. So, I am guessing this can be a Oil Temp Sensor - Venatherm problem?? Any other thoughts on what can be the cause of this problem? Is it possible to clean/fix something in the Vernatherm? Or maybe is it time to buy a new one? Can anyone share the partnumber and tips on where to but it? (PS: I send below pictures of the gauges after shutdown, and thats why the Oil Pressure is showing a bit lower than normal.) Cheers Fredi

Dear All, I have just received a reply from GarminEurope, and unfortunatly this connection it is not possible beetween VIRB Cameras and GMA 35R. Only the GMA 35C can do this wireless audio connection to a VIRB Camera. I post below the full reply from Garmin: "I'm afraid that the problem is that your audio panel is not compatible with this feature. Only the GMA 35c is equipped with Bluetooth capable of transmitting the sound to the camera. The FlightStream 510 Bluetooth is designed only for transfer of small data packs, it is not capable of transmitting sound. In this case your only option is to use the wired connection." Too bad for me, because I bought the VIRB Ultra30 expecting to wireless record the aircraft audio. But nothing a cable can't solve! Cheers, Fredi

I have just returned from the hangar. I managed to connect the Virb Camera to the GTN750 Wi-Fi and also to the FlightStream510 Bluetooth. Nevertheless, I couldn’t record wireless audio on Virb camera. I tried all Audio Input possible selections onVurb Camera, like “Auto”, “Internal”, “External”, and “Int(r)Ext(r)”, but none of them worked. Does anyone tried this wireless audio connection from GTN750/FlightStream510/GMA-35R to the Garmin Virb camera? What am I doing wrong?

Hi, I just bought a Garmin VIRB Ultra30 and I am wondering how it connects to our GTN750 / GMA-35R for wireless Audio/Comms input ? I think it is via Buetooth... but after reading VIRB Manual I cannot clearly see how it is done. I found the video below on youtube but it is explaining the connection to a Garmin1000 and not to a GTN: Thanks for the help! Fredi

I decided to took one access panel below the stabilizer, because although our M20J had always been hangared, the batery panel faded a bit during these +20years, and took it to a new paint shopt. The colour code result was White RAL9003, and after touch up it matches prety well the original aicraft white. Now I only need to nail the finishing, polishing, etc. Neverthless, I will search on paintscrath.com for a pen. Thanks for all for your advice. Cheers, Fredi

I just found a new 1EN1S switch with a fair price! Thanks Carusoam for your help. This case is solved for now

Dear All, Just to inform that I found on PartsBase.com severall Gear Limit Switches from Honeywell at very decent prices. Mooney is selling them around 1.000usd new, but you can find them also new around 200usd at PartsBase. I ordered one from AeroBay.com at 190usd, with a 8130 Form of exportation from US. Just wanted to leave you with this information of pleanty of Honeywell 1EN1S Switch available on PartsBase around the globe. But they do not have a Mooney certificate... only Honeywell as they produce this switch for other manufacters. We already changed the Up Switch and for now the problem seems to be solved! Cheers Fredi

Dear All, I would like to buy TouchUp pens for our 1998 M20J Allegro S/N 24-3429, but I don't know the colours code. Does anyone knows the correct colour code for our paint scheme? I send in attach a picure of the aircraft and a picture of the IPC with the paint scheme. It has base white with light blue stripes. I know I can take a placcard and take it to a paint shop for scan.. but I already tried this and it is not equal. I would prefer to buy a Pen with the correct colour. Can anyone share the right place to buy this? AircraftSpruce, or SkyGeek, etc? Thanks for your help Fredi

I misunderstood the PartNumbers… It seems P/N DT-2R-A7 was for earlier M20J models. Our M20J Allegro has the Switch P/N 1EN1S If someone has one of these switches, please contact. Or if someone knows anyone that is parting out his +1999 mooney, please inform. Thanks Fredi

Thanks Eric, but I misunderstood the PartNumber.. it seems P/N DT-2R-A7 was for earlier M20J models. Our M20J Allegro has the Switch P/N 1EN1S If someone has one of these switches, please contact. Or if sometime knows someone that is parting out his +1999 mooney, please inform. Thanks Fredi

Unfortunatly, the gear retract delay problem happened again. We have been experiencing intermittent gear retraction delays. I already lubrificated both gear limit switches several times, specially the Gear UpLimit switch which is the one that is open and free for lube and exercise when the aircraft is on ground wiht gear down, and it solves the problem for the following flight. But the retraction delay happens again on next flight. The aircraft was placed on jacks yesterday and after long troubleshooting the problem seems to be with the Gear UpLimit Switch and not with anything else like relays or airspeed safety switch. I clarify that when I select GearUp and nothing happens, I dont get neither the gear warning horn or the Gear Bypass button light, and even if I push the red button for airspeed safety switch override, nothing happens and the gear dont retract either. So, the problem is not with the airspeed safety switch. In deed, the voltmeter readings on the Gear UpLimit Switch seems pointed out that the problem is with this switch. I am now looking for 1x Gear Switch, Up Limit P/N: 1EN1S I know there are available for sale by Mooney, but they are expensive and the lead time is severall weeks. If someone have a spare P/N: 1EN1S, or just know somene parting out a M20J, please send me a message on Mooney Space. Many thanks in advance. Fredi IMG_4994.MP4

Yesterday I was able to remove the access panel and dissemble the stall switch. I found it very easy to get to the switch, maybe because our M20J Allegro is a late model and has the access panel right close to the switch? Anyway, when I pulled out the switch I noticed it is probably the Mooney version and not the Safe Flight switch (according to other topics on MS where I saw that the Safe Flight switch it is a totally enclosed mechanism). I then realized that the switch was totally clean and the problem was with the screw on the movement axis of the vane. The screw was so tight that implied huge strength to move the vane. I loosened a bit the screw and it got again with free (gravitical) movement. I reassembled everything again and did a test flight and everything got back to normal. Today I did another test flight and just right on exterior inspection I confirmed the vane was still with free movement, and so it didn’t got stuck after a few hours like before. Also, on today’s flight the stall horn sounded on flare as before. I will post pictures for reference and help on future visits to this topic. thanks to all for your help. Cheers Fredi

Thanks Carusoam for your tips, but I am deeply aware of this vane behavior and switch mechanism. The thing is that, throughout these 20years of ownership, I never tried to solve things by myself on the plane, and so I am more or less afraid of dissembling parts and doing owner maintenance work… I am afraid of mixup something… but year after year, and work after work, I am getting more confident of getting hands dirty and do some minor maintenance by my self after studying the topics here in MS… On last years I improved a bit on this matter, doing quick maintenance by myself, and I saved some money on maintenance shop bills and also got even deeply on our aircraft systems!!

Thanks for your comments. Ours switch is not properly stuck. It can move completely from bottom to top and I can clearly listen the switch working fine at almost on the top end. The problem is that it feels that the mechanism has some kind of glue inside because it gets stick to and it requires added force to unstick and move the switch. Also on the flare I cannot listen the stall warning any more… but we tried a stall in flight on last weekend and the horn sounded very near the aerodynamic stall, but it kept buzzing for a few seconds, even after pitch down attitude, because the switch probably got sticked to the top. Will try to spray with different products before trying to service the switch…

We never changed it, so I believe it is the original part

Fellow Mooniacs, The Stall Switch of our 1998 M20J Allegro is being stuck because of some bug or dust that got inside the system. If I spray some lubrification it momentary solves the problem, but after 30mins it’s again stuck and somehow “glued” to something... I already tried to apply silicone spray, contact cleaner, etc, and nothing is solving the problem. Til now, normal WD40 was the best result since it improved the switch movement a bit more than the other options I tried... Does anyone know what kind of product should I try to apply to solve this situation? I am trying to solve this by the outside since removing and open this switch is really hard as I understood on other topics! Thanks in advance for your help! Cheers Fredi

Thanks for you advise!! I am investigating this possibility as I am used to go with Bose plugs on front seats that are much more lighter than the clumsy powered Dual GA plugs (Bose A X10 headsets)

Dear all Our 1998 M20J Allegro came from factory with a Bose Lemo Plug only on Pilot side. When we did avionics upgrade for a GTN750 a couple of years ago, the avionics shop was able to sucesssfully insall a Bose 6 pin Lemo Plug on Co-Pilot side. (pictures in attach before the installation) I am now thinking on installing the Lemo Plugs on the back seats... has anyone done this job? Does anyone know if this possible? I am wondering if this installation requires a connection to the audio panel or to the batery? Or if it is a simple installation locally on the back seat panel, only with connection from the Lemo Plug to the existing wires of the Dual GA plugs? Thanks in advacne for your help! Cheers, Fredi

Wednesday I went to the hangar for a second lubrification on the up switch. This time was quicker because I already knew what to do for belly removal, antenas cables, and switch identification. I sprayed and exercised the switch several times, and with full switch movement. Next day I took off for beach weekend with the family, and after departure the gear retracted without any delay. As I did a better lubrification and switch exercise this time, I am really thinking this is a gear up switch problem, or a relay, since cycling the handle switch did not solve anything on the last issues.

Thanks A64Pilot for your feedback. I am glad to ear that your problem with the gear is solved! I already ordered the product you recommended. Let’s see if my problem is also with the panel gear handle switch. Later I will post here the outcome of following work on this issue.

After two flights the problem seemed to disappear as the gear retracted without any problem after the lubrification. But today, on the third flight after the lubrification, I made a couple of touch and go, and on the third take-off I experienced the same situation as before. A huge delay to retract the gear (I even cycled the handle switch a few times after departure without any reaction from the gear system, except silence). Then I got the master warning light and the annunciation panel light for Gear Unsafe, but after a few seconds it finally retracted and everything came normal. After this episode, I decided to make another touch and go and the gear retracted immediately without any problem or warnings. At any time I got gear aural warnings or gear bypass light. So, I guess the lubrification worked but maybe it was not enough? Or maybe I need to raise the aircraft on jacks and cycle the gear to be able to lubrificante also the gear down switch (which stays compressed with the gear down compromising the lubrification and the switch cycle).

I finally had the time to adjust the configuration of the GTN750. I confirmed that the avionics shop left the GTN Terrain options on the TerrainProximity selection, and as we don't have any other display for Terrain Warnings, it was wrongly configurated and we weren't getting any terrain message at all. So, I reset the Terrain Options to TerrainAlerting, and now everything is working just fine! I finally get initial message "Terrain System OK", and also the Terrain Warnings, and the "500'" callout. On next flights I will try to get the warning message for steep descents. Thanks to all for your help, and specially to RMag that cleared gave the solution, avoiding me to spend time and money on a travel to avionics maintenance with a shop that should have left this working since day one. In attach you can see the videos of the reconfiguration, and the terrain alerts I now get as a renewed happy costumer of GTN750 IMG_3622.MP4 IMG_3729.MP4

Just went to the hangar today to work on the switches. I never had the idea that the one piece belly was such a huge part! But it was easier to remove and replace the belly than I was first thinking when realized the dimension of this part. I managed to work without raising the aircraft on jacks. I send in attach pictures of the two switches. The Down-Switch was compressed and so I couldn’t exercise it.., I just sprayed it with electric contact cleaner and lubed if as I could. The Up-Switch was cleared for lub and spray and then I cycled it a few times. I couldn’t fly after this quick maintenance because a storm just came in, but will do the flight test on the next days and will post here the result. Let’s hope that this 1h maintenance can solve the problem!! Thanks to all for the help. Cheers Fredi