Mark942

I installed the JPI 900 a couple years ago and absolutely love it. I placed it in the general location of your Tach/MP as you suggested and that seems to work fine. The monitor does pretty much everything it claims it will do. I did the install myself and then my AP/IA inspected it and did the paperwork. The instructions are good and I had no problems what so ever. I have since had an engine issue that was easily trouble shot by sending data to Savvy which confirmed what I and my AP thought. Sorry but I have no experience with the EI CGR 30P. Either way, now that I have it, I simply can't imagine going back to the steam gages and a single analog EGT with no CHT. Best of luck. You will not regret putting this money into your plane. -mark

Just got home from another day at the hangar reassembling the Mooney. Thank you to everyone for your responses. Tomorrow I will share this with my AP. He allows me to do all the actual work, but I rely on him not to make mistakes. I plan to pull the panels back off and take a look at the things you guys have mentioned. Trying to wrap up the annual but it's a busy time of year. Thanks again, I'll report back what I find and hope to take a couple photos or a video. -mark

I have a 64 M20E. I've owned it four years now and since day one, there is about a half inch of free play if I lift up on the tail cone during pre-flight inspection. I asked my first AP if that was normal and he confirmed that it was, but to just keep an eye out that it didn't increase. The plane flies hands off. When on autopilot and in altitude hold it is rock solid. Just finished my fourth annual and nothing has changed but I have a new AP. I asked him what he thought and he said he just didn't know. We did not change anything but I wanted to ask the group if this is normal and okay. If the play should be taken out, is it done by tightening the two nuts at the very end of the tail to take clearance out of the "what looks like" bungees in a tube" at the end of the tail. Thanks everyone, Merry Christmass

I have a 64 E with Stec 60-2 and it has Vertical Speed and Alt Hold and will track a Glide Slope, but I don't think that is all done with just the electric trim. During the ground test the yoke is moved forward or back per the command. So, I am not certain which motor this is without opening the tail and taking a look. I am on the east coast and won't be home to be able to get more details until the end of the month if you need me to. Hope this one photo I found helps some, but the actual wiring connection is not shown in this photo. -mark

Any chance the "old" PC Servo cans or linkage to them could be catching or dragging or are the ailerons completely disconnected from the old PC?? Is any other Auto-Pilot connected or always hand flying??

Hey Pete, Your explanation was exactly what I was looking for, and it does just what you said it would do. For example, Alabama is the first state in the list in each category. I can left swipe it and get a "Delete" red box and delete it. The "file" that I think I am deleting is dated: June 17,2021 - July 15, 2021. What I think is that there are another 20 or 30 earlier "Alabama" identical files with earlier dates (updates to data excluded). In settings, it shows ForeFlight app as 28.51GB. I think if I installed Foreflight on a new iPad it would not be anywhere close to 28GB but I don't know. Thoughts??

I've had my Foreflight for about 4 years now on an IPad Air Pro. It has 32G of memory. Of course I do the map/charts updates and I am now getting a message that I am almost out of space. I am not an Apple person. How do I delete old copies of the same maps/charts to free up memory. I don't know how to navigate the IPad itself in settings (just don't find any way to see the actual files) and foreflight options seem to be to delete the app and start over?? Any help would be appreciated. Thanks, -mark

I've had my Mooney for 4 years now. My first year with ZERO time in type or complex was my least expensive. EVERY year my rate has gone up 20-35% compounded. My "Liability" premium as shown on the policy is only $336 this year. My total bill is $2,516 for $100K hull coverage. If I decided to go with "Liability Only" should I expect the bill to be the $336 or do the insurance companies raise the price of Liability only by a factor of 3X or something like that to discourage people form going with Liability Only. After all, they really do want to sell insurance including Hull coverage. Anyone have experience with this option??

I have a 64-E with electric gear. This is what mine looks like. Sorry that the photos uploaded rotated, but I can't seem to get them to rotate back to how they are saved??? -mark

Hi guys, my original reason for the post was to simply say that even though I practiced emergency manual gear lowering, I didn't even realize that I was "cheating" by scooting to the middle of the right seat, using my right hand to reach down and actually operate the breaker and engagement button slide, and then using my strongest hand/arm to crank the gear. None of these things can be done while actually flying the plane strapped into the left seat. Being able to do this in bright sunlight when you can't see down into the dark hole of the area around your knees with a brilliant sun day. Also, I had no check list to refer to so that I would do simple things like look at the gear indicator in the floorboard to verify that the gear was actually down. I do that "Every" time on down wind but never thought of it in the heat of the moment. VERY disappointed with myself. I did a low level fly by the FBO who used binoculars to "verify" that my gear was down, but a simple look at my floor indicator would have been much more reliable. My whole point of the post was to say, hey guys, make sure you are practicing your procedures as they will actually be required, and challenge yourself to make sure you are using best practice. I now have a simple emergency gear down checklist which includes simple things like "Climb" to a safe altitude first, etc. '

I learned a valuable lesson yesterday and want to pass it along to others. Practice your emergency procedures EXACTLY like you plan to do them in real life. My plane is a 64 M20E with electric gear. At every annual, I practice my “Manual” crank the gear down routine two or three times. I have always been too chicken to actually try it in the air and maybe screw something up resulting in an unnecessary gear up landing. When I practice, during annual on jacks, I'm always worried that I'll forget to pop the circuit breaker (the one down by the crank) and have the system come alive part way down and spin the crank, break my wrist and maybe really screw up the crank system. Well, yesterday I learned several things about my Emergency hand crank gear-down system and my self training. I had a real gear failure. It started with an alternator failure and a 3 year old battery. I had been out just tooling around the local area at low altitude for about 30 minutes when my alternator failed. My JPI 900 did a wonderful job of getting my attention by blinking “Voltage” and the red warning light on the panel. As soon as I noticed the warning, I saw that my ship voltage was at 11.7 and about every 10 seconds it dropped another 0.1 volts. I was about 10 miles from the airport, so I turned for home, and with the voltage at 11.5 volts, decided I should get the gear down early. Switch down, Amber “up” light goes out and I can feel the gear actuation in my seat, but then it stopped and the Green “gear down” light didn't come on. It REALLY does take some period of time for you to accept the fact that this is for real. I just stared at the panel lights for a while. Then I cycled the gear “Up”, but nothing happened. Then down again, and nothing. By now I was approaching the airport (uncontrolled field), so I turned away from the airport to sort things out. My altitude was only 2500 MSL (1700 AGL), since I had just been out sight seeing. So here's the lesson I learned. When in the hanger on jacks, in nice lighting and no severe clear sun shinning in on me with the one hour before sunset glare, I could always easily see the circuit breaker and the funny little red “almost a knob” gear engagement lever. It was never a problem to see them or to reach them. Just like the fact that I have one of the famous plastic pipe fuel valve selector tools, because when you are actually flying, you have to be a contortionist to reach the valve selector, so goes the gear circuit breaker and crank engagement knob. I didn't realize until yesterday that every time I practiced, I was not strapped into my seat, and I had the seat pushed back to give me room. A whole different deal for a short guy like me while actually flying the plane. I for the life of me, could not find the circuit breaker with my finger tips. I finally got my flashlight out, and used it so that I could see down there. The sun was so bright outside the cabin, that I simply couldn't see it. Also, it took several tries using my left hand to successfully pull it out. Same went for the Red crank knob. Pulling it out with my left hand was quite difficult. I realized that I had always leaned in from my comfortable position of seat pushed back, and my rear-end scooted over six or 8 inches from the left wall. I had actually been reaching in with my right hand which gave me a much better angle to grab the breaker and the knob, and I am right handed so that helped too. By the time I got the breaker out, and the knob pulled and then pushed forward on the arc, I discovered that the plane had gone from straight and level to a 15 degree right bank, and that I was in a descent and had lost 400 feet. I was now only 1300 AGL. I returned to the airport and did a 200 foot low pass so the lineman at the FBO could confirm I had 3 wheels down for whatever that is worth. The green "Down" light did not come on, as it never does even in practice on jacks. When I disengage the crank, and push in the circuit breaker, the motor runs for a tenth of a second to tighten everything up, and that last 1/16 of an inch makes the down limit switch. So, I was pretty sure the gear was down, but it was reassuring to hear it from someone who could actually see it, even if it was not "locked down". I shot one of my best ever landings with a 7kt crosswind gusts to 12. Not skill, just the right gust at the right second before touchdown. My takeaways and suggestions to others: Practice EXACTLY like you plan to do it. In this case, that means with my seat-belt on tight, and my seat up close exactly the way I fly. Or, plan to move the seat back, and why not use my autopilot with altitude hold?? Never thought of it, because I didn't have a checklist and never practiced doing that. Why did I not climb to 3000 feet then mess with it?? If I want to reach it without seeing it, then practice that, and use the hand you plan to use. Believe me, it makes a real difference. Kind of like that first car date a million years ago I learned something yesterday that I think will make me a more prepared pilot in the future. Hope this long winded story is helpful to others. -mark

Great photos and explanation of what and how you are doing this. Just an aside, I have an unheated hangar with drafty doors and no insulation. I found it economical to use a "Salamander" kerosene heater. It is an old one without a thermostat, so I found a separate thermostat to plug into it. Only run it for the 3 or 4 hours every few days I am at the hanger. I buy Jet-A from the airport "for cleaning parts". When it is the right line guy, he just gives me "sump" fuel for free. I have a Blue 5 gal tank at the hanger. Taking the chill off makes such a difference when working on stubborn bolts and smashed knuckles. Again, thanks for sharing an unusual but critical repair. -mark

Thanks Eric, When I do install it, I'll go poking around but I want to hear from Avidyne first so I reduce the likelihood that I fry the unit when I first power it up. I do think it is a case of electronic infant mortality since it has under 40 hours on it, but they should be able to shed some light on this for me.

Update: I now have both the Audio Panel and IFD550 back. The audio panel was returned from my "new" avionics shop after they ran some tests on it and said it was good to go, and the IFD came back from Avidyne a few days ago. I am doing a deep dive into the wiring under my panel to look for chaffing or loose wires, anything that could cause a problem with ship voltage. I have also put in a request to Avidyne to give me a report as to what they found as the problem. I don't want to just stick the equipment back in the trays and hope for the best, even though my new avionics dude told me to do just that??? Some times I wish I was NOT a degreed Electrical Engineer from Purdue. Ignorance can sometimes be so soothing, but I am paranoid that my gremlin will return if I don't have a reason from Avidyne that says it was something internal to the unit. So, I will update when I hear from Avidyne again.

Update: Per my last update around 8/6/20, I did call Avidyne the next day and connected with someone on the first attempt. I explained my problem, the status of my IFD and audio panel and what I had been told by my avionics dealer. I received calls throughout the day from 3 people. Each assured me this was not normal, and that they would help me get this resolved. They assured me that my equipment WAS covered under warranty and that it should be sent to them on a RMA. This was all accomplished in a single day. I decided that I no longer wanted my original dealer involved going forward. The owner of the shop made every excuse under the sun, and that he couldn't get a return call from Avidyne. I asked Avidyne for a recommendation of a new dealer and I am now working with this new shop. The RMA has been reassigned to the new shop. Very happy so far with the customer support from Avidyne. All it took was one call directly to them. I'll post when I know more.

No time to press the Enter button, the video is in real time not compressed. The unit and audio panel was pulled by the avionics shop tech when he stopped by and is at his shop now. He has been trying to reformat with Avidyne's email support. He has told me that Avidyne is not answering their phone and that is why the email back and forth. I called Avidyne yesterday and got right through. Avidyne says it is covered under warranty and wants me to return the hardware to them for repair. I will be going to FWA tomorrow to pick it all up and send to Avidyne. -mark

I spoke with the avionics installer today. He said he was having a tough time getting anyone at Avidyne to answer the phone, but that he had 5 email exchanges with them. They told him not to send the unit to them at this time and that he was being couched via email to reformat and reinstall firmware, but without any success. I plan to try a call to Avidyne support tomorrow. My experience with my avionics shop has not been very good, with the original install/ panel build quoted at 2 weeks, then being told it would be 4 weeks when I dropped the plane off. The actual time was 5 months, and my Stec 60-2 is still flaky for the third time they have told me it was fine. Since the plane is down for annual with hose change out on the Ray-Jay turbo, I thought I would give them a shot at it, but I may go get it and send it somewhere else??? To answer some one's question above, I was Not trying to update a database. Simply started the plane up, then after a minute, turned on the avionics buss and this is how it came up. Last time out, a couple weeks earlier, it was just fine. Absolutely no changes at all to trigger the failure.

Update: Sort of??? The tech manager from the avionics shop that installed my IFD and did a complete new panel for me is located only 40 miles away. He had an appointment with another customer scheduled near by and stopped on his way back to his shop. I was out of town visiting my daughter who has been self isolated, and he had told me Not to pull the IFD out to bring over to him for a bench test because it acted differently if the engine was running or not. He said he really thought it was a power issue in the avionics buss. I got home late Thursday, two days after he stopped by. I called the shop last Friday since I had not heard anything, and unfortunately, he was out for the day and the tech I spoke to said, Hey Mark, I remember your Mooney from when it was in here. I don't know the status of your unit, but do know that the IFD and the Avidyne audio panel are in on our bench. I still have not talked with the manager since I missed him again earlier this week. I'm going to call again tomorrow. If I don't get some info, I might jump in the car and drive over. I have been very cautious in where I go and who I will be near with the virus because I have a restricted airway and it would be a toe tag for me if I ever got sick enough to need a ventilator. I'll let everyone know what I find out. Thanks for asking.

Hi guys, Here is an update. My M20E is down for annual so I can't take it to the avionics shop that did the install. They have someone already scheduled for a visit to a nearby airport next Tuesday, and he is going to then come down to look at my problem. Unfortunately I am out of town for a few days to visit my self isolated daughter so I will not be there to ask questions and watch. Overall, I am very happy with the IFD550 and would choose it again over the Garmin. My only issue is that my Stec 60-2 doesn't work well with it, and that is very frustrating. I'd like to yank the Stec out and replace it, but Mooney's don't have much to choose from for modern Autopilots. Been seriously thinking about going the recertification route to "Standard" to be able to put one of several new AP's in it and quit throwing good money after bad. The IFD550 does work well with Forflight. The tech thinks I have a power issue due to the way the audio panel behaves. That sounds a lot cheaper than a IFD problem. I'll update when I hear from the avionics tech. Thanks for everyone's interest, -mark

A couple years ago I installed an Avidyne IFD550 and an overall panel upgrade. I have been very happy with the IFD550, although I have only used it for VFR since I have never gotten it to work correctly with the Stec 60-2 AutoPilot. That's another subject we can discuss some time. My problem now is that the IFD has simply failed. I have attached two short videos. I last flew the plane on 5/29/2020 since my annual expired at the end of May, but I go out every couple weeks and run the engine for about 15 to 20 minutes. I have delayed starting on my annual because my long time AP had a stroke last year, and I am trying to work with another AP that will come to the Warsaw airport and work with me. I have the guy lined up and he will allow me to perform an assisted annual, but we just have not started on it yet due to scheduling (both his and mine). Having said all that, I went out to the hangar yesterday evening and pulled the plane out for it's 15 minute run on the tarmac and the IFD would not boot up. I think the video will explain. There was a difference if the engine was running or not??? Also, something that is not shown in the video is that the system voltage is running at 13.9 volts, whereas past JPI data shows it consistent at 14.2 +/- .1 volts. The IFD acts "better" if the engine is off and the ship voltage is setting at 11.9 Please watch the short videos, the 5964 is engine off, 5965 engine running Thanks, -mark IMG_5964.MOV IMG_5965.MOV

Aryan, just got to check my email and so I sent you all the docs I used. Best of luck, -mark

Hi, if you can send me your email address, I can forward to you all the docs I used to order my EDM 900 just over a year ago. I have a 1964 M20E S/N 143. I love the JPI monitor. One of the best investments I ever made in aviation. I have a RayJay Turbo and can provide that documentation also, which they needed in my case. My email is markfox942@gmail.com Let me know if I can help, -mark

You said "The 3100 would be nice" with emphasis on "would" correct. As far as I know the 3100 is not yet approved for our Mooney's at least not the "E" and the reps at Airventure 2019 told me that they had pushed Mooney down on the list. I have a Stec 60-2 that I know I would be very happy with if I could find an avionics shop that was actually willing to work on it's quirks, and not just go through the motions and tell me all is working perfectly while handing me another bill for two or three AMUs. It's happened to me 3 times now, and I just use it as is. I have a new panel with a IFD 550 and seperate Genesis GPSS driving it. If I could just buy the 3100 and have it installed it would be a no brainer. Anyone have any other digital upgrade suggestions or otherwise??

I bought an "E" 3 years ago, having never sat in a Mooney in my life. I had owned two airplanes earlier in my life (a Cherokee 140 and then a Beech Sundowner). The Mooney is nothing like these planes. I feel like I am "One with with my Mooney" not just a passenger in the plane. I bought it as a Project plane. I have spent twice as much on it, as I did to buy it. I love working on it, and it is my retirement project. I was a workaholic and my wife insisted that I have something to focus on when I actually retired. Even though it is an expensive "Hobby", it is also so interesting to learn everything I can about the actual plane, as well as flying it. So, in my humble opinion, you have picked a wonderful airplane. It flies fast, and is so solid, but realize that E's are vintage airplanes that will take a lot of TLC to maintain. I tell people that with the "E" that I have a wonderful 2-place airplane with all the luggage space you could dream of, and it sips fuel like a Cessna 150 and skims along at 150 MPH all day long. I wish you all the best in your search, -mark

Hello Gentlemen, I know I was the one that drove this thread off on a tangent about flight aerodynamics when I mentioned that my E's slow flight characteristics made me queasy, with regard to in-flight calibration of my newly installed AOA. I think the discussion taking place is a very important topic and I would love to follow along as more information, opinions and hopefully data are shared with us all. I would suggest Ron, that you start a new thread with a title of something like "Mooney Flight Characteristics" or just "Aerodynamics of a Mooney" or something logical, so that it is easy to locate in searches later. I would also suggest that you re-post your posts from this thread along with those of others in this new thread, and then hopefully others will join in and we can build a body of information for all of us to review. Just my opinion, I'm not the moderator -mark