bob865

I had heard they were discontinuing it for passenger services, but keeping it on for cargo service. Has that changed? I mean its original design was specifically for cargo service. The hump exists so that the cargo hold is uninterrupted by that pesky cockpit. When they marketed it to the commercial passenger market, that's why they came up with piano bars and stuff. They had an upper deck that they weren't real sure what to do with it.

Engine is finally back! Now it's just a matter of putting it all back together. Was looking over the engine and found a sensor on the bottom rear of the engine with some damaged wires. I asked my mechanic about it and he said that the sensor was not used and that the hole was normally plugged. This doesn't sound right. Does anyone recognize this and know what it monitors? First thought was oil temp, but I'm mostly sure that sensor is on top of the engine?

Sure, but you typically assume that if you lose your AI, you also lose your DG also because they are both vacuum instruments and the more common failure is loss of vacuum than a failure of an instrument. So assuming you have lost both your AI and DG, do you still prefer a TC?

Attached are the Performance charts from my 1975 M20E. I transcribed these directly from the POH to excel to make them easier to read and use. Mooney Performance Charts.xlsx

You're in luck. I'm in Greenville and have a '75 E model. I'm 6'2" and about 235 and she's comfortable to me, so I'd think you would be fine too. She's in for maintenance right now, waiting on a new engine. However I'd be happy to show you sometime. You can keep up with the work status here:

Funny that you ask. I just recently sold it when I moved and first question the guy asked was about access to the fuel tank to work on it.

Finally had a chance to get down to the airport and work again. I don't feel like I got a ton done, but it's definitely visible progress. I'm working on getting the cables removed (Thanks to @carusoam and @Browncbr1 for the lead on McFarlane an manufacture by example). I pulled more of the old electronics that are coming out and started untangling the mess of wires behind the panel. 40 years of electrical patches don't make for an easy place to work. I am working slow and with a purpose. Thinking through each step like chess to make sure I'm not going to create a new problem for the future. Slow but steady (when work allows). Now I have to find some replacement plastics. The drawings PlanePlastics have on their site don't match my plane. I guess that's the downside of having the last of a series maybe? Anyone know any suppliers other than PlanePlastics I can try?

I signed up to be the candidate E model. Did you do anything special to get selected or did you just win the autopilot lottery?

Even the Blue Angels use Stratus Screenshot from the Blue Angels and Thunderbids New Your Flyover video on Youtube.

I'm in the same boat as you so I've been watching the market carefully. To clarify what some guys above are saying, For the E model, the only autopilot I'm aware of is S-tech 3100 55x and it's $20k PLUS install so it's not even a consideration for me. With that said, the TruTrak and the GFC-500 are the only pending options that I'm aware of. GFC-500 is a much more powerful autopilot, but there is not a commitment from Garmin on when or even if they will work on the STC for the E model. There is a lot of rumor, but the fact of the matter is they haven't even started work. Maybe the F work will also cover the E, but we just don't know and I doubt it will when it's the difference between the short body and long body. I should add I'm mostly ignorant of the FAA approval process and requirements, so read my last statement with that in mind. I have a estimated quote for install at $14,000 but I have a G5 already installed too. On the other hand, the TruTrak was purchased by Bendix-King and supposedly has the paperwork submitted to the FAA for the E models and is just waiting on their approval. It's not as powerful as the GFC-500. Specifically, it can't fly approaches. Some have considered it a VFR autopilot due to it's approach limitations. However it's only $5000 plus install and I've seen shops advertising it for $7995 installed. It's not limited to VFR. It can fly in IFR, but you'll still have to hand fly the approach. For my needs, the TruTrak is fine. It is expected to be on the market sooner, cheaper, and fills my needs. Most likely when it comes available it will go in my plane. If Garmin surprises us all and hits the market at roughly the same time, I would splurge for the more capable system. However I'm not holding my breath or waiting on it. My two cents, FWIW.

I'm working on getting the throttle, mix, and prop cables on order, but have run into a SNAFU. I figure I can ask here and keep it all to this thread before I start a new one. My plane has the throttle quadrant instead of the traditional push pull controls. I tried the usual suspects, aircraft spruce, macfarlane etc and get no hits for throttle cables for my plane. Does anyone know where/how I can find cables? *Editing to add info* From the parts manual, it looks like the prop control cable is 660166-003, Throttle is 660166-7, and mixture is 660166-5. Google doesn't help me locate the parts by these numbers.

Triad Aviation in Burlington, NC. http://www.hhtriad.com/engine. Most of the Engines at KGMU have come from this shop and perform well, so we took their rebuilt option. They started the teardown and found the Cam and lifters spalled pretty heavily. So she's getting a "new" cam and lifters now too.

Good Morning MooneySpace. N413HM is finally getting a much needed face lift. Thought I would share and document the work with the community. At the end of last year, we found a crack in the crank case, had 2 bad oil analysis in a row and a runaway oil temperature. The engine has had a rough life. She was at 1800hrs and during her TSMOH, she has had a jug blow off and a prop strike so we decided to go ahead and do an overhaul and start clean. While she is down, we were going to overhaul the governor since it had an oil leak that was making a mess on the bottom of the plane, but found it was an ancient EDO-Aire governor, so she is also getting a new PCU5000 governor. While she is down for the engine, she is also going to get a full electronics upgrade. New GNS-650 GPS/Com/Nav, GMA-345 Audio Panel, GTX-345 ADS-B in/out transponder, a second G5, and new LED wingtip lights. Below is the future panel mockup. The New LED lights were because we had installed a SkyBeacon originally and I didn't want to go backwards and reinstall the old strobes. Forward progress only. They are already installed and blindingly bright. While she is out, we sanded and inspected the engine mount. She is primed and ready for paint. And the panel disassembly has started. I forgot to mention that we are also installing the SureFly electronic ignition, so the old shower of sparks is coming out too. First round of removed hardware. I'm excited about the upgrade. Not just for me having a nice plane, but for Mooney Legacy. 413HM is the next to last E model ever produced, 21-1179. There is only one after mine, and it's somewhere in Canada; last I checked anyway.

Wait just a cotton pickin' minute! Is everyone just blow past the fact that someone in 2020 typed flowbee into google? I'm not judging at all but I'll be damned if I'm not dying to know what happened up to that moment to make that happen! Maybe I'm the only one, but I feel like how @toto decided to type flowbee into google has to be just as interesting as the fact that flowbee is in Kerrville??

Come on the extra couple of miles to GMU and say hi when your're around next time.

I found the answer....it mirrors what you said: Can I use the CIFP [Coded Instrument Flight Procedures] to update my GPS or FMS? The CIFP (Coded Instrument Flight Procedures) uses the ARINC 424 standard. GPS and FMS do not currently support the use of "raw" ARINC 424 data. Individual avionics manufacturers process the data into their proprietary format for use in GPS or FMS units. The FAA does not process aeronautical information for use in any GPS or FMS. https://www.faa.gov/air_traffic/flight_info/aeronav/faq/#q1k

I read these threads about landing mooneys over and over again and everyone talks about how hard it is. I'll admit my first few where some of the worst landings of my life (since inital training that is), but I have also had the best landings of my life in my mooney. I was never able to get a real greaser in my cherokee or the cessnas I used in primary training. However I have had some truly spectacular landing in the mooney. I My last landing during my insurance restriction was so smooth I never felt the plane touch the ground, the wheel just started rolling. Maybe a few things to mention about the above, I did read plenty about landing mooneys before I started and knew about the importance of being on speed. I am also crazy anal about stabilized, on speed, on glideslope approaches. I go around if the sight picture isn't what I want to see. I rarely fly a full stall landing. I almost always land with a little power until just before touchdown. Upside of my approach....buttery smooth landings. Downside.....I use way more runway that I could/should. Because of this I avoid short runways becuase I don't have shortfield proficiency. I know my limitations and don't push it. I have started practicing short field so I can get into this airport with a BBQ place but is on a short runway, plus I need to improve my skills. Since then, my landing have gotten more rough but I can also get down, slowed down, and exit the runway in less than 2000ft. Now I need to keep polishing my short field work to get them as smooth as 'normal' landings. I'm done....Flame on.

Just bought the CGR-30s and will start install soon.....Do they have a splash screen?

I'm pulling one out of my 75 E model in the next few days if you haven't found one yet..

It's a race for me. I'm putting in an autopilot as soon as once get's STC'd. First to the table gets my money. Stec has an STC, but due to price, they aren't even a contender. TruTrak vs. GFC500. The fight to the death.

From NAVAIR 01-1A-505-1, the technical manual for installation and repair practices of aircraft electric and electronic wiring. Tie wraps are used, they aren't used just anywere. It has to explicitly allowed to be used.

It's not the weight, it's the contact. In my opinion, tie wraps shouldn't be used anywhere on aircraft wiring, but that's my opinion. For military applications, tie wraps are almost never used becuase they create a wear point on the wire. Where they are unsed, they have to have a very specific reason and be explicitly called out in the wiring manuals. (or at least thats how it was when I worked on F-18s) Spot ties (a waxed nylon lashing) are used instead. It is much gentler on the wire. In your case, you have it tied to the fuel lines. Imaging the chaffing eating the fuel line.....now you have an unconrolled fuel leak on the engine. I agree the wire should be secured so it can't move to prevent damage, but I would look for another way to do it.

Be aware, that FlightRadar24 doesn't display UAT ADS-B traffic, only 1090ES traffic. So those of us flying around with skybeacons and GDL-82s won't show up on FlightRadar24.

Maybe they should declare a fuel emergency? Would that help?

Remember, every bar offers free beer tomorrow.