0TreeLemur

Ok, here's something that ought to be doable. I've been a MS member since 2017 and recently transitioned from owning/managing a C to a J. Of course I've got questions about stuff. This is a common situation. MS is a tremendous resource with a long history. It amazes me how often times google search turns up deep, relevant, technical discussions on MS- much more often than BT or POA, etc. When something big comes up with my airplane, instead of creating a thread to ask a question, I'll first search MS with goduckgo using "question site:mooneyspace.com", where question here in quotes are strings related to my question. For instance, this morning I typed this into google search: "troubleshooting kfc-150 trim error site:mooneyspace.com" The first hit was an excellent thread from 2015 that I think might answer my question! I would love to tag this as a favorite so I don't have to redo my search next time I want to refer to it. "Follow" doesnt' cut it. It only tells you when somebody posts to that thread. We need an ability to tag threads as "favorites", and have those favorites show up on our personal page. That will make them easy to locate in the future. There could be an option to let others see your favorites, or keep them private, just like we can presently do with follow. This seems like a great compromise other than having a faq. It would allow a member to save reference to a thread that has useful information. Howbout it?

It seems from reading this thread that step one in upgrading a panel in a J is to just go ahead and take the entire panel and radio stack out.

Do round rivet heads count as vortex generators?

My C had two: one in the passenger side NACA duct, and a second on the first inboard inspection panel outboard on the pilot's side. The one in the NACA duct read a few degrees warmer than the one under the wing.. My J has it on the second inspection panel outboard on the pilot's side.

Here's an interesting set of curves for the 64-412 airfoil that is used outboard on the M20 wing. From Kindred Grey (2021). "NACA 64_1-412 Airfoil Data." CC BY 4.0. Adapted from NACA. Public domain. https://archive.org/details/64-412 The last figure showing drag coefficient Cd vs alpha clearly shows the magic "drag bucket", where Cd is low for section lift coeff. between about 0.2 and 0.6. For our Mooney's with a clean wing flying with a Re>3.0E+06 (easy), that's the sweet spot. These Cl values correspond to level flight between 180 and 110 knots, respectively, at angle of attack of approx. 0 and 3.5 degrees! Anybody see curves like this for the inboard 63-215?

Carson's speed- or "how to waste fuel optimally". I did some test flights in my C last year just to explore the concept. It's just too slow down low. Who want's to cruise at 16.5" MP (not WOT) and 2350 rpm at 10k? Yeah, you get over 6:30 endurance and 950 statute mile range, but biological limitations make it infeasible for me at least!

This is an interesting thread from the past (12 years ago). Bringing it up for others to experience.

Yes, but the certified piston GA end of the orchard is in trouble from my perspective- both in terms of mechanics AND parts. That's all I'm saying.

They have to acknowledge this or "vintage" piston certified GA dies. The focus, attention, and money spent on GA today sits squarely in turboprop/turbine land.

Yes! Fantastic news for us all!

EAA reports that the FAA has approved off-the-shelf replacement parts for non flight-critical systems under the new Vintage Aircraft Replacement and Modification Article (VARMA) process. They define "vintage" as aircraft manufactured before 1980. Article here. From the article: Notably, VARMA uses several existing FAA policies to create a program that requires no new regulations, orders, or advisory circulars. It applies to small (less than 12,500 pounds) type-certificated aircraft built before 1980. The program allows ordinary maintenance personnel to validate that certain low-risk replacement parts are suitable for installation on aircraft, without the need for extensive engineering analysis or complex and time-consuming design and production approvals from the FAA. This is good news for vintage aircraft owners.

True. This raises three options: 1) put JPI shunt in series with factory shunt for redundant ammeter. 2) put JPI shunt between alternator and bus for "Load Meter" configuration. 3) leave JPI shunt out altogether. (I'm leaning towards this option). Can display of current be disabled in the JPI? What do most people do? Q: why did they not certify it as primary for V, A? It seems that those are some of the most reliable measurements to make!

That's where the remote alarm light comes in. The IM says that if the EDM display is more than some number of inches from the center of the AI, you must install the RAL in the instrument panel near the AI with a post or other light shining on its "ENGINE" placard. When one of the fuel gauges gets down to a limit, it will illuminate the RAL, and the main display will show "LOW FUEL" in big font. In flight having the wing-top sight fuel gauges provides a tie-breaking vote for how much fuel is in each tank in the case of a disagreement between the fuel senders and the fuel totalizer estimated fuel remaining, provided you've got more than 8-10 gals in each side.

You'll like it. Getting rid of those legacy gauges really frees up a lot of panel space. Having all the engine/fuel data in one display greatly improves in flight troubleshooting in case of a roughness or heaven forbid, engine stoppage.

That is a nice looking J. I really like the paint scheme. Regarding the prop paint- I feel your pain. Lest some potential buyer think that you drove through the weeds, let me share my story. The paint on the Hartzell Top Prop we bought new in 2021 and installed on our M20C did exactly what I see in your photos after flying through the rain for the first time. I took the prop off the plane TWICE and returned it to the shop where I purchased it for re-painting, and the paint still came off after both repaintings. It seems like someone in the Hartzell universe would have figured out how to keep paint on a propeller by now.

My plan is to make a filler plat with a Ram ball mount mount on it. I will look better with a covering. Not a big deal, just want it to look finished.

I found an adhesive backed leatherette on Amazon that would work for small patches in the panel. Search for "Leather Repair Patch". Not saying its airworthy, just putting it out there as an example product that might be useful. I'll look into this.

The material seems to be a black leatherette naugahyde. It squishes and deforms when you tighten an instrument screw that passes through it. Does someone have a good source for such material? Since we're in the process of redoing the panel in our J, we need to make a patch to cover an opening that was made for two trays that have since been removed. Better yet, does someone have some scrap they'd part with? I don't need much, maybe a square foot or so. Thx. -Fred

Does anyone know of a source for the panel covering on an '80's Mooney? It's kind of a thin black naugahyde with an elephant skin texture?

Yeah- I had to replace the RAL too. As I recall, first indication that something was wrong - the RAL stopped working. I bought a new RAL from AS and installed it, but it didn't work either. I sent the unit to JPI. They replaced a board and removed the yellow arc off the prop, all at no charge. Installed the new RAL. It worked.

Thanks Tom. The IM is at the shop. I scanned it but missed that figure. Downloaded IM and see it. -Fred

The rpm sensor JPI sent for the A3B6D (dual mag) consists of a wire with a plug at one end and a ring terminal (maybe 1/2" I.D.) on the other. The instructions are unclear. Obviously the plug connects to the JPI wiring harness. Where does the ring get installed? I assume on the magneto somewhere- but where?

Plane has been in the shop 3+ weeks. Shop is over 2-hour drive from home. My A&P has a day job does most of his work nights and Saturdays. Aviation-related withdrawals are setting in.

I was thinking about this today too, and I agree. Why in the world make someone learn how to repair a helicopter if they don't want/need to? We have limitations on our certificates. Why can't A&P's have limitations? Sorry, I can't work on ... (turbines, helicopters, fabric, &c...). I'm a PPSEL. I ain't gonna get in a twin and pretend to know how to fly it. I'd never try to fly a float plane... Given the shortage, it seems that allowing incremental certification for mechanics would make a lot of sense. I suppose the counter argument to this is "you never know what's going to land at your FBO and need repairing". True, but not my problem. Many FBO's have _no_ mechanic.

Understand that. I was an engineering professor for 22 years and made my share of students have a bad day when they didn't know their stuff.