Stephen Skinner

Looking for a used GTX 330 transponder with tray that was removed for a panel upgrade. PM me if you have one on your shelf collecting dust. Thanks, Steve

Hi, I am planning on a GPS175 and a G5 HSI indicator. The GI 275 looks like a great indicator as well but not sure on price or how compatible it is with the Brittain AccuFlite & AccuTrac autopilot.

Hi all, I am looking for a good functional AccuFlite II to install. I have a good functioning wing leveller and want to add the AccuTrac and AccuFlite to have a single axis autopilot. I have the AccuTrac II Controller and the BI-805 servo control valve. The plan is to instal a new Garmin 175 via and G5 (HSI). Thanks, Steve

Just donated

I have this.

When should the landing gear motor be inspected and who would be the best person to take it too? I have an ITT gear motor LA11C2115 and I believe 40:1 gears by the time it takes for the gear to extend or retract (Takes 5-6 seconds) Do the brushes ever wear out and need replacement? Has anyone ever had the gear motor fail? The 25 AMP Circuit Breaker for the gear motor is being replaced due to coming apart and popped once. This makes me wonder if it was just the CB or if the motor is trying to tell me something? Thanks, Steve

I will be there flying in with my M20G plus one. Stephen and Mike.

I agree that worn valve guide alone is not a not a reason to replace the cylinder. I don’t know how the cracks came to be. I have been the caretaker of this Mooney for 3 years and have been careful not to shock cool during winter flying. The cracks were not leaking air or penetrating oil when added to the cylinders, but I think cracks are a good reason to replace the cylinder. I will pursue replacing the cylinders. Where would be a good source for cylinders be? If the cylinders are reconditioned and I buy them from the USA, do I pay taxes and duties to bring them into Canada? or what is a good source in Canada?

I am trying to decide what I should do with my motor and asking for suggestions from the group. While doing a compression test the #4 cylinder measured near 0. We checked the exhaust valve guide and bore scoped the cylinder. We determined the valve guides were worn to the limits and a small crack close to the lower spark plug hole and a stuck compression ring. We decided to check the exhaust valves and bore scope the other three cylinders and found all exhaust valve guides were all worn beyond limits and one other cylinder had a crack. (Compression for the other 3 ranged #1 72, #2 76, #3 78/80) My O-360-A1D has 2,200 Hours SMOH and the cylinders could be that old except for rings have been replaced once or twice. The bottom end was overhauled 400 hours ago with new bearings due to gear up in 2007 and the megs have maybe 300 hours since new. The options I have come up with are do I: Get 4 new millennium cylinder Kits? Get 2 new millennium cylinder kits and overhaul the other 2? Get 2 new to me overhauled cylinders and overhaul the other 2? Replace the motor with a low time one? Overhaul my motor?

The Donaldson Oil Filter Adapter from Aircraft Spruce is just the adapter. You will need the gaskets, possibly a stud and nut to replace a screw, and new oil crush gaskets Be Very Careful not to put the base gasket in backwards. It will blow the gasket and dump all your new oil on the ground. My mechanic made this mistake. With the tight space it’s an easy mistake to make. To install you need a standard 7/16” wrench and a 45 degree angled on to tighten the left side. Or, remove the left meg to get more access. I prefered this adapter solution over the remote adapter due to the less parts required and cost.

Have a look at Aircraft Spruce. I put this in last year.

A BIG thanks to Shadrach (Ross) and gsxrpilot (Paul) for his MooneySpace Map. My family and I were on route from Peterborough Ontario Canada to warmer climate when we had a charging system failure showing 11.6 Volts. We landed at Hagerstown at sunset and called it a day. Early Christmas Eve morning I remembered gsxrpilot created MooneySpace Map. I used the MooneySpace Map and I was able to look up Shadrach who is based in Hagerstown. I sent Shadrach a PM and he came down to the airport the same time I arrived. We removed the original voltage regulator and cleaned the contacts. Ideally, I would have replaced it but all the service shops were closed for the holidays. We then noticed the SCAT air hose going to the back of the alternator was touching the terminals on the alternator. It is very possible the wire in the hose was making contact with the terminals and grounding it out. We put some RTV insulating pipe around the hose and started her up. To our delight we got 13.8 Volts. We had a great flight on flight on Christmas day to Kissimmee Florida with time to enjoy the sunny afternoon. I can't thank Ross Shadrach enough for spending Christmas Eve day out in the cold and away from his family getting us up flying again. And, Paul gsxrpilot for creating the MooneySpace Map and allowing us to be part of it. You guys saved Christmas and I am very grateful. Stephen Skinner

I had this problem last March. It turned out that it was the top left circuit breaker in my panel (same one as the cigarette outlet) had popped. This is shared with the airspeed sensor so my gear would not come up because it did not indicate airspeed. In your case, if the circuit breaker is OK then check the sensor when on jacks. Also, If you get moisture in your static line and your airspeed indicator is not functioning correctly your gear may not come up.

Sucks I can't be there. I planned to go but I took a new job. Very sad. Wanted to meet everyone from MooneySpace attending , have a look at the Sabrecowl, Skyview, ADSB solutions, and so much more. Steve

I will be there as well +1

Hi Paul, please add me as well and send me a link. Thank You, Steve

Hi Jerry, do you have the part # for the servos for sale? Thanks, Steve

PM Sent.

Hi Jim, I just had a similar problem in the same area on April 6th (just a few weeks ago) year except my gear did not go up. I was flying the coast from South Carolina past Daytona Beach to Merritt Island Florida thru rain and low cloud and planed on continuing to Freeport after refueling flight planning. The landing gear extended normally. But on departure from Merritt Island I put my gear switch up and nothing happened!!!! (Green Gear Light Stayed On) I put the gear switch back to the down position and landed again at Merritt Island. I told my passenger only we were returning to the airport. I canceled my flight plan and decided no more flying for the day. The cause was the same as yours, a circuit breaker had popped. The same circuit breaker runs my cigarette outlet. I have a splitter with a light that tells me when it is powered. I reset the breaker and the cigarette lighter powered up again. The next day I tested the gear and continued my flight to the Bahamas, Sun-N-Fun and back to Ontario Canada. I kept a good eye on the power light from the Cigarette lighter. The power light flickered a few times thru my flight home. I now have a replacement to install. This breaker is sensitive and running your finger over it to check that it is engaged can be enough to set it off. I would say that moisture is definitely a factor. And age.

Hi Jim, How much for the Narco NAV 122d ILS/VOR? Thanks, Steve

Hi Tom, if your alternator is moving around, check the upper mounts. My upper mount broke in-flight due to being loose for too long. In the end it was due to the wrong type of hardware being used. I posted pictures last April if you look under my profile you will see the results. The root cause was old Teflon locking style nuts. In my Journey logbook was 3 entry's of this being tightened over 10 years at annual inspections. It was overlooked on the annual before. The warn alternator belt may be linked to the movement of the alternator causing a miss alignment.

PM Sent.

This looks great. Where did you get the bulb socket and bulb adapter?

Attached is the response from Cecilia Henderson at Brittain Industries. I understand the servo valve is difficult to come by, other pilots on the look-out have begun to refer to it as “the unicorn”. We are hopeful that this situation changes soon. Okay, here is the thing. The Brittain turn coordinator, model TC100EVT, does in fact utilize the same valve technology as the servo control valve. Therefore, it can be used to install B-11 Accu-Trak and/or B-12 Accu-Flite in lieu of the servo control valve. This is NOT an STC’d installation of the product and to be installed legally in this manner would require an FAA Field Approval. This has been done in recent years on a few Mooney’s in different parts of the country (i.e. different FSDO’s). Now as for the TC100EVT gyros. There are three generations of gyros primarily different cosmetically only. The P/N 2911 being offered at Hangarswap is a second generation TC100EVT. This means it has a pendulum inclinometer and no electric flag. The latest generation TC100EVT has a fluid ball inclinometer and an electric off flag. Otherwise, fit, form and function are the same. The unit you linked us to has a good valve for interconnect to the B-11/B-12 systems and the only unknown we can think of is a question of the rotor. It is possible the unit contains what my technicians call a “split rotor”. If this is true we would not be able to repair the unit. This is unknown until we open the case. So if we assume it DOES NOT have a split rotor, sight unseen and untested we estimate the cost to repair the unit to manufacturers specifications and convert it back to 14v around $750.00 (incidentally there is a small modification we make to the unit when we know it will be used as the servo valve for the B11/B12, we then nomenclature the gyro with an “NP” to indicate this modification has been made). So $750.00 plus the $250.00 core cost to Hangarswap puts you at $1000.00 for a second generation TC100EVT turn coordinator. If you are serious about this course of installation we have on our shelf a third generation TC100EVT (fluid ball, electric off flag) in yellow tagged condition, already modified for use with the B11/B12, we would sell to you outright (no core) for $1540.00. If accepting delivery of an Accu-Trak and/or Accu-Flite system in addition to this gyro purchase we would give you a discounted price of $1232.00 on the gyro. This option makes the cost of the B-11 Accu-Trak $788.92 (new controller, new installation hardware and tubing, installation manuals, flight manuals and STC). The cost of the B-12 Accu-Flite system is $2583.02 (overhauled DG, Switch and Cable Assy., new DG Adaptor, new installation hardware and tubing, installation manuals, flight manuals and STC). We also have some example 337’s to share with your installer if needed in assistance of the field approval. The add-on pricing is good regardless of which TC100EVT you elect to purchase and all components are on the shelf except an overhauled DG which we can find or you can locate yourself, just let me know (knocks $900.00 off the price of the Accu-Flite making it $1683.02).

Hi Sia, yes I would be interested in this approach. Please send me what info you have on this. Thanks, Steve