Mark942

Thanks for the feedback on Mooney stalls. I am always looking for ways to learn about my plane, and how to be a better and safer pilot. So, I for one, would love to attend an Oshkosh Mooney aerodynamics presentation. I'm an engineer so I love "Data" to go with opinion. I will go out and try playing with the Rudder more during slow flight. The ailerons just don't seem to have much authority. -mark

I have done stalls hundreds of times in the C brand and also Cherokees and even a Sundowner I once owned. Used to LOVE slow flight. Keep slowing down until your just hanging on the edge. Buffet so bad that after a while you think you are going to shake all the rivets loose. But, in my Mooney E, which I absolutely, absolutely love to fly and how tight it handles, the slow flight "slosh" around makes me start to get air sick after a minute or so. The stall seems to always fall off pretty hard on a wing, and not always the same wing. Just feels like zero effective controls. I had someone tell me it was because of the laminar flow wing??? Any thoughts?? -mark

Haven't flown the plane with the AOA yet. I'll try to round up some photos of the install. It went very straight forward but did take a few hours including fabricating the inspection cover replacement out of the sheet metal they provided. I'm going to have my CFII fly with me when I do the inflight calibration. Never have been a fan of how the Mooney stalls, and even getting close to it while messing with the AOA doesn't sound like a good idea to me, so I am going to fly the plane and let my CFII play with the calibration.

Thanks guys. The thread to a photo does the trick. I am looking at the right thing. Next annual, I'm going to attach a jumper wire across it so that my A/P doesn't have to blow through a rubber hose into my pitot tube to get the gear to cycle while on jacks. It makes me nervous watching the airspeed jump from 40 to 200 as he tries to maintain a steady pressure on the switch. I think this could damage the airspeed diaphragm if not careful. Thanks so much, -mark

I have a 64 M20E with electric gear that was added a few years after it came out of the factory. Does anyone have a photo of the Airspeed Safety Switch and some ideas as to where it might be mounted. I am pretty sure I have located it, but would like confirmation. Thanks, -mark

Hey Carusoam, I am in the retirement/grandkids/Mooney restoration business now. I have a couple engineering degrees and used to have a design and proto-shop / machine-shop. Did concept through early stage production runs for medical devices for the most part. Now I just take a lot of Ibuprofin from wrestling with the grand kids or trying to crawl back under the panel of the Mooney -mark

Just noticed that MarkM20C's Rajay supplement above is for models A,B,C,D, and F. I have a E and a different supplement that I am going to attach and upload specific for my serial #143. I also have a different supplement for M20E and F that I will also attach and upload. -mark Airplane Flight Manual - Mooney - M20E.pdf RAJAY Flight Manual Supplement.pdf

Thank you guys. I am Always so impressed at the power of the knowledge of the group. Again, thanks so much. -mark

I have no idea what type of mounting (tray) was used for the install. Monday I am going to reach out to Avidyne and see if they can tell me, or even better yet, give me a wiring diagram for connecting the audio from the KCR10. Thanks MI for the info. I'm going to print this off and poke around up under the panel and see what I can see. Thanks again, -mark

Hey guys, I'm 3 years into the restoration of my M20E. Last year I upgraded the panel with Avidyne IFD550 navigator, AXP322 Remote xponder and AMX240 audio panel along with other goodies. The work was all done by a avionics shop. This year I am installing a Bendix/King KLR10 AOA myself with my AP/IA looking over my shoulder. The install has been a fair amount of work including the probe install but it has all gone very well. I am finalizing the wiring and have an aux output from the KLR10 for audio input to my audio panel. My problem is that I don't have any wiring information about my AMX240 and every attempt to download the actual Avidyne installation manual or a wiring schematic has gotten me no where. Does anyone have information they can share??

I had a very small leak after stripping and resealing my right tank. It was 1 drop every 28 seconds, but enough to make a real mess under the belly, and at $4.64 /gal it adds up to a few bucks a day setting in the hangar. I used my old shop vac to find the problem. Get about a foot of 1/4" ID vinyl tubing, and use duct tape to "seal" it to the end of the vacuum hose. Slip this over the vent tube sticking out the bottom of your wing. Go to an office supply store and buy a pack of clear plastic 3 ring binder dividers or any semi rigid clear sheet plastic. Use your duct tape to place these over all access openings after you use a spray bottle of water with one tablespoon of dish soap. Spray any suspected areas with a fine mist of the soap water, seal the access holes with the plastic/duct tape, and turn on the vacuum cleaner. See video. -mark IMG_5125.MOV

My guess is that your avionics shop is booked out several months as we approach the 2020 ADSB out mandate. See if he could simply swap your place in his schedule with someone who is scheduled out about 6 weeks. I am sure he could find someone who would like to get moved up a bit, and that way you don't have to move to the back of the line. Just my thoughts.

Just curious. Have you found a "cheap" IR camera that mates with an I-Phone or Android or do you have a professional camera?? Always looking for cheap new tools. I have a bore scope that interfaces with my cell and it is so handy. Third one I have bought (about $20). The others only lasted a couple hours, but this last one seems to be a better "Made in China" outlier in the manufacturing process. :)

Hi Doug and Mickey, Thanks for reaching out to me. I am out of state now and will be until next week for a niece's wedding. I'll try to get my engineer's hat on and put together some specifics that hopefully make sense to everyone. I was just reaching out to see if there were some folks on MS that could maybe help me sort through this and I am blown away with the offers to help, both posted and in messages. Thanks again, and I'll circle back some time next week, -mark

Hi Bob, Thanks for reaching out to me. I didn't expect such a quick response. My wife and I are packing for an out of state family wedding and I will be out of pocket until next week. I'll circle back to you then. Again, thanks for the contact, and hope you have a nice week, -mark

I am still refurbishing my 64 M20E. Been making steady progress and would like to actually start flying it a bit more than the 15 hours last year. I have upgraded the panel to include an IFD 550 and kept the Stec 60-2 Autopilot with vertical speed and altitude hold. BUT, it seems to do weird stuff. I have also installed a GPSS interface so I have a Heading/GPSS toggle switch. My avionics shop has looked at the Stec and the servos on 3 separate occasions, and I have dropped several thousand dollars with them. They tell me it is all working within parameters and should be fine. So, maybe I simply don't know how to operate it. Looking for someone who has a Stec 60-2 and preferably an Avidyne IFD550 or 540 and could go up with me and see what they think of how it operates. Someone within a couple hours of northern Indiana (KASW) would be great. Thanks, -mark

Might try Southco.com they have a massive offering of fasteners, which can make finding the exact part difficult, but I remember reading an attached article where they talk about the DZUS fastener as becoming a generic name for a family of fasteners. They also offer to provide samples free. This is for manufacturers who might incorporate their fasteners into their design, but you might get lucky. -mark

A little off topic but close. I have a 64 M20E that does not have a Duke pump and also no inline filter. I am installing GAMI injectors soon as my on going referb and want to install an inline filter while torn down. Anyone know of a PMA filter that would be able to be installed. The SENCO filter in the SB is no longer in production. I purchased one from salvage, but have no way of testing this 40 year old filter before installing it. Thanks, -mark

Hi everyone, this is Mark. I have a M20E with a RayJay normalizing turbo with manual wastegate. I am installing a JPI EDM 900 with TIT probe. I am pretty sure I understand where to install the probe, but does anyone have an actual picture?? It looks like the place to install the probe is pretty defined on my installation by where the exhaust pipes join and where I believe the radius of the butterfly flap swings inside the pipe. My A/P has a lot of experience, but is not a fan of Turbos. I just want to know from someone with an identical setup that actually works, so we get it right. Thanks so much, -mark

Hi this is Mark, I am attempting to order an EDM 900 engine monitor from JPI to help solve an "Engine Problem" I have posted here on MooneySpace. JPI is requesting that I provide the STCs and pilot supplement for the RayJay turbo. Mine was installed on my M20E in 1980 and I have the form 337 and log book entries but that is all. The STCs are SE 32WE and SA 1411WE. My understanding is that these STCs were not N-number specific. I also need the pilot supplement if someone has that scanned. Any help would be greatly appreciated. Thanks so much, -mark

Thanks guys for the input. As soon as I can get the apron and taxiway clear of snow, I will pull the plane out and re run the governor test taking good notes. I'll post my results as soon as I do. Might be a few days as the weather here is pretty cold and been snowing almost every day. -mark

Forgot to answer engineering question: I have both ME and EE degrees and went back and got a Masters in an unrelated field at age 60. Would have been a professional student back in the day, but got tired of being dirt poor. I hail from Purdue. Never took my PE exams but my son has his PE and he will own this contraption some day :). I've owned and operated a couple machine shop type manufacturing companies so I know all about fixing old worn out equipment and having scraped knuckles and grime under your nails.

I did cycle the prop control, and even at max static of 2250-2300 it does reduce to 2000 or below. I never left it pulled out all that long or paid attention to the exact "low end RPM" just that it would cycle. Started engine fine, and let it set at 1000 RPM for a few minutes while watching oil and cyl temps. When in the green is when I first went to 1700 for L/R Mag check (all normal with about 75 RPM drop) and then up to 2000 RPM for prop cycle. Just assumed that governor should limit RPM to somewhere below 2000 ???? -mark

Update on engine problem: Both Mags bench tested fine (much to my disappointment). Finished reinstall of Mags and confirmed that engine still only develops about 2250 RPM. During removal of Right Mag, removed bracket and a bunch of hoses to gain access, and was able to carefully review action of governor and it physically looks like limits and motion of lever on governor is correct. During reinstall of Mags, we took extra care to make sure timing was as accurate as we could possibly make it. The scheduled install of the IFD 550 is on hold but order has been placed for JPI EMD 900 engine monitor. Plan is to do a temporary install to "analyze" the engine. Wish I had a base line, but it is what it is. Also, visually inspected valve springs, and all "look" fine. -mark

I am just guessing that maybe since they had only been ran once for a few minutes, he didn't think they needed to be tracked. I have been through a couple annuals with him and he always keeps track and swaps top for bottom. I was just being curious when I picked them up and started looking them over. I'm and engineer and can't keep my hands off things very well.