0TreeLemur

http://www.google.com <search string> site:mooneyspace.com is your friend!

I highly recommend the AV-20S timer, which includes a MEMS-based AI, if you have a 2-1/4" hole available in your panel. I have it showing the AI view all the time I'm in IMC, and so far it always agrees with the vacuum based AI. As a backup, I believe it will save your day and help with partial panel ops. The other thing that I really like about it is that when connected into the pitot-static system, it notes the time that you takeoff and starts a flight timer. Very useful for switching tanks. It has some negatives too. The TAS is not calculated correctly, the AOA sensor is worthless, and the G-meter is distracting. I have all those turned off in the setup. The timer functions are great. The backup AI is a winner. When the company sold to uAvionics, I contacted them about the TAS issue, and was told that a fix was in the works, but I haven't heard anything since then. I wish they would issue an improved firmware. Since it has an external temperature probe and pitot/static info, calculating TAS should be straightforward. Hell, they could even make it possible to enter a table to give calibration values to output CAS. I wish they would....

We flew Saturday from Tuscaloosa to near Grand Rapids, Michigan, to visit our son and family. On the way up, we flew around the rainy area associated with decaying tropical storm Delta. Returned this morning. The instrument rating made this flight possible, and our C is running great. Covered about 1300 nm and shot three instrument approaches, two to minimums. This photo was taken this morning as the sun rose over southern Michigan. Gorgeous day! Almost nobody flying between 6000-10000 ft along our route.

That is a great point. Now that you mention it, that might be happening. I'll give it a look. Thanks!

Let me clarify- it isn't one of the bolts on the bottom of the crankcase, it is the top one on the adjustment mount that seems to be a bit egged. Moves less than 1/32". This adjustment arm is the part I'm talking about, the same one that I think @Jerry 5TJ had the hole welded and re-drilled.

Since the prop replacement about 20 hours ago, I've noticed something new with the generator mount on my C. When I pull on the generator belt during pre-flight to check its tightness, I hear a new noise. Pull-thunk. Not loud. Looking closer, I see that the upper bracket where it bolts into the crankcase is slipping under the bolt head. I'm guessing that just like what @Jerry 5TJ observed, it must be egged. It wouldn't move otherwise. I guess the increased belt tension associated with removing and reinstalling the belt without loosening the generator mount probably loosened things up a bit. I think the sound is the generator housing making contact with the front air shield. This raises questions: 1. Anything urgent? It seems that a tiny bit of motion there doesn't likely represent a failure mode. 2. Aside from welding/re-drilling the hole, does someone sell that part? 3. What is the max. torque spec on that bolt that goes into the crankcase? I put a wrench on it and snugged it a bit, but don't want to go too far. Looked in the SMM and didn't find it. Thanks, Fred

If you have a vacuum pump, even it it only powers the step, you want a filter on it. The dry vacuum pumps use self sealing graphite blades. Dirt that gets sucked into the pumps eats those blades up. Not having a filter will reduce the life of the pump. They probably put one on. Not an A&P. -f-

In case you don't know, '67 and older Mooneys had top of white arc at 100 mph (87 kias), so you can't use flaps as speed brake. Gear are the speed brake for these older birds, with VLE at 120 mph (105 kias). I think in '68 they upped the top of the white arc, and added a full-length rudder. Frankly I like using the gear as the speed brake for the aforementioned reason. Upon entering the pattern VMC or at the FAF, putting the gear down is essential to level out in the pattern or start the established 500 fpm descent at 90 kts without pulling the throttle out to the point where the gear warning horn goes off. BTW- the gear warning horn in the Mooney is the second most annoying sound in the world. Everybody knows what the first is...

I recommend the transparent aluminum (acrylic) hardware. Pleasantly unobtrusive, really nice positive "push to click" latch, and seemingly quite robust. This came with the new window. Windows aren't hard to replace if you have some hand-tool skill. Lots of text on this site describing the howto's and dont's

That's a good idea. The little satchel that I've been using for a while is getting too full. It does weigh the equivalent of a lead brick though. Having more space for heavy things seems a great idea. What about moving the battery back there? One downside I can imagine is needing to run two gargantuan copper cables back forward of the firewall. 29 lbs at 120" would move the CG aft quite a bit. Has anyone done this in an older Mooney? The cables would weigh at least 10 lbs, eating up useful load. Random thoughts.

Yes. While flying from Fort Collins/Loveland, Colorado, (FNL) to the southeast around the DIA class bravo last week at 9500 I saw something ahead that looked like a hang glider in a descent straight ahead of me. ??? A few seconds later I recognized it as a flight of Canadian Geese. A few seconds later my inner Sully said "keep looking". They were everywhere at my altitude. Proof:

That was me. I prefer the Cessna-style airspeed indicator with KIAS on the outside ring. I bought one with the correct range off eBay, and sent it to Rudy instruments in Arkansas for calibration and silkscreening with the arcs from the Mooney POH for my aircraft. Didn't cost that much, maybe 0.2 amu.

Just flew her on a 2200 NM trip (TCL-CGM-FNL-LAA-GCL-TCL). Came away pretty much convinced that the performance difference between the Top-Prop and the old HC-C2YK-1BF is < 1%. Still seeing TAS in the 140-143 kt range. While the Top Prop is definitely and demonstrably a bit quieter on my airplane, it isn't really noticeable wearing an ANC headset. My recommendation remains don't buy the Top Prop for increased speed. As @N201MKTurbo so wisely stated in the other thread, 99% of what's to know about propellers was known by the end of WWII. Not a lot more juice to squeeze there in terms of prop design. I'd love so see a comparison between the published propeller data for the Top Prop and the original prop. Hartzell says that it is "more efficient". They don't say "faster". I suspect the increase in max. efficiency is <<1%. It is true as @testwest wrote, the props on our airplane exhibit much lower efficiency in low speed climbing. I've been trying to climb with a little less vertical speed at 105 kts, to take advantage of that increase in efficiency and keep CHT #4 below 410.

See my pirep on the Hartzell Top Prop in this thread:

Congrats! Hope she's cherry to you. Great IFR platform. I was in your exact position about 3 years ago. Since then earned the instrument rating in our C. 375 hours later still lovin' it.

I'd never seen this list that I photographed at KGCM during a fuel stop. Thought it was funny.

Tropical storm penetration in a Mooney C! Just looked at my photos and FlightAware data from last week's flight from AL to CO. I flew right through the eye of decaying TS Beta over Arkansas. Check this out- central pressure was 28.85". I had a 72 kt crosswind going in from the left and the same coming out from the right. Here's what's cool- even though the wind was 100-degrees to the left off my course, which would ordinarily give a slight tailwind component, the crab angle was so large that it resulted in an effective 6 kt headwind! Couldn't see the crab angle as I was in IMC at 8000 ft. It must have been impressive.

I agree. That's the way it should be with certified aircraft, right? The person doing the final certification flights should not be a company pilot. Now here's my fantasy. They should also strap in every MBA from Boeing on who had a role in the original rush-out and corner cutting in the back and simulate an MCAS trim runaway event. Stream real time video of the terrified executives to those who registered objections to the decision to avoid redundant AOA sensors. Use it in orientation sessions to educate new management employees about why it was such a major foul-up. If only.

Yesterday I flew our C from AL to CO. Across AR through the remnants of TS Beta, experienced a 72 kt crosswind perpendicular to my route of flight. Flew right through the center of circulation. Net effect was an apparent 4 kt headwind. I also dIscovered that the drain tube on the overhead air scoop in my aircraft is flow limited. It was raining in the cabin from the aft air vents. Scoop was closed, but significant water was getting in and the drain couldn't handle it all. I've flown though rain before and didn't experience that in the past. At least my radios didn't seem to get wet.

Is it still a drone if it carries pax but no pilots? A new item from AvWeb: https://www.avweb.com/aviation-news/faa-moving-slowly-on-drone-certification/

I'm need elevator servos to install the altitude hold function. I think I've got everything else. Once I get the parts I plan to send them to Brittain for testing/evaluation and permission to install in our C.

Mine was too dim, so I replaced it with a different Whelen light fixture with a LED bayonet bulb. Now I can see the fuel selector much better at night.

Contact Brittain. They may have replacement diaphragms. Not sure of their operational status. Cecilia Henderson from Brittain. Phone: (918)836-7701 or email support@brittainautopilots.comCecilia Henderson. My experience with them when I upgraded the PC system in my M20C to the Accutrak II was great. Good luck.

Regarding oil consumption and minimum amount, you have a decent safety margin. From the Lycoming 360-series Operators Manual: OIL SUMP CAPACITY All Models (Except AIO-360 Series, O-360-J2A) ................................................8 U.S. Quarts Minimum Safe Quantity in Sump (Except – IO-360-M1A, -M1B; HIO-360-G1A) ................................................2 U.S. Quarts IO-360-M1A, -M1B; HIO-360-G1A ..................................................................4 U.S. Quarts AIO-360 Series ........................................................................................................... Dry Sump O-360-J2A..............................................................................................................6 U.S. Quarts

Murder Creek out of its banks, flooding Brewton, AL, Thursday 17, 2020.