BDPetersen

It is never a good idea to compute the "cost per" of anything in aviation. Just go with it. Unless that parallel universe- string theory thing works out for us, this may be our only go-round. Enjoy.

Great news! Emergency is over. Turns out the Jeppesen website, through which I subscribed to the updates, lumped the 150's with the 155's (at least that's how I read it). 150's are VFR only, thus I was pumped the wrong database. If only tech support would have picked up on that Saturday. Sorry for any mass panic I may have incited. Now sitting on my hands.

Well, let's hope it's all a mistake or there is a work-around. Stay tuned.

East-West an interesting idea for db size. Will find out tomorrow. Really don't know what is legal for navigation. Database calls itself VFR. Would be happy with ability to enroute navigate legally (all the while following Foreflight).

My new-to-me M20C came equipped with an IFR certified Garmin 155XL tso gps, old but useable. It flew a non-precision approach on the pre-buy demo flight. Imagine my surprise when I updated and installed a new database and the unit powered up as a VFR only, no approaches in db! After two calls to Jeppesen tech support, they discovered that they no longer support this unit with IFR db's. (Everything was in order with my subscription, card, etc.) Monday I will be calling Jeppesen customer service and Garmin to discuss and confirm this turn of events. I'm hoping it is some kind of error, but . . . Hard to imagine that on a whim a decision can be made that impacts the potential value of an airplane by a fair amount and could cost even more for an upgrade. I'm wondering if anyone else has seen this, or maybe I'm the last one out here using antique gps.

Happy to report new latch socket installed (old one looks just like the one in Sabremech's photo) and all down locks brought into spec (nose gear was high). NOW I have a gear system that seems familiar. Thanks to all for the help.

Well, that's the point. It won't fly on jacks and when it comes off jacks it will have new socket and an adjusted preload. The intent is to fix.

Finally up on jacks. (All projects seem to have a 10x time factor). Only word for latch socket is "gnarly". Or maybe "groovy" would be more appropriate. Pretty good grove worn in aft side of socket. The new LASAR latch will go on tomorrow (or 10x tomorrow ). Will get a good check on preload as well. On jacks with no air load does seem to require a bit of force to achieve down-latch, but air load does facilitate getting gear down, so . . . Stay tuned.

$30 bucks from eBay. Work just fine.

This is a good group. Thanks. I don't want to create thread creep, but in the same vein, how often do you do gear rigging or is it "on condition". With the C310 it was an annual ritual, but a much more complex system.

I will have it up on my jacks tomorrow. Looking at the pix accompanying the LASAR latch info, I fully expect mine to look like the old latch they show with a grove worn that is snagging the collar's movement. We'll see. The fix looks easy. Its a 5600 hr airframe

As I think it through, it seems the issue is in getting the thumb button to let go of the slider. (Maybe that's obvious.) My arthritic thumb may not be as strong as it once was, but I don't recall working the latch being at all difficult, rather mastering the swing gracefully was the art. Anxious to research the LASAR latch. I guess I've been pretty active. Before the M20C, a Citabria 7ECA (which is now reluctantly in search of a new home) (turns out 84kt x-c's required more character than I could muster). Before that an older C310 preceded by an M model Bonanza. Then there's the Stinson my dad flew back from the factory in '47 and I bought from him in the 70's and still have but is down for a restoration. There was a 37.2 year stint with Northwest Airlines that ended 10 years ago. Prior to that a couple years at Purdue flying DC-3's and -6's. And before all that, an Iowa farm boy that got to fly a few Mooneys back from Kerrville and give dual in an M20D, gear down and welded. Still doing the CFI thing when they can catch me

Oops. Fixed N number. 2582W is a '66 built Dec, 65. Gave all latch items some lube during last flight. We'll see. Thanks for the welcomes and interest. Aviation terminology is fascinating. Wonder how many aircraft have had something called a "Johnson Bar"? Don't think it was used so much for the Mooney gear in the olden days. Kinda like "conventional gear" becoming "tail dragger" I guess. Been at this too long.

I flew my 1st Mooney in March, 1964, between then and 1970 accumulating some 400 hrs of Mooney time. Not so much thereafter until last week when I purchased a beautiful M20C. It has been delightful recapturing a bit of my youth. My manual gear swinging skills came back quickly with one exception, the latch. This one seems inordinately difficult to unlatch, to the point of needing both hands (not a good idea). Getting the thumb button fully depressed and then the collar to slide takes greater effort than I recall. It seems forward pressure may help. (Yes, I was 18 then and 70 now, but . . .) I am guessing that before getting it up on jacks and exploring, you folks probably have some ideas of what to check out. In the '60's these were new airframes and I'm sure there are wear issues by now. BTW mine is a 5600 hour plane.