Mark942

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

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