65MooneyPilot

Check the panels under the back seat. They need to have tape around them to seal them up.

When you get it up on jacks, try to move the nose gear up and down vertically and see if there is a lot of play. Mine was going up and down at least an inch. Totally wore out. I sent mine into LASAR also and had it rebuilt. Just like new again.

The EU rules should be our rules here in the states where you verify the points in the database with a current approach plate. Every 121 carrier I worked at, this is the procedure if caught out and the database goes out of date. I have flown to countries that were not in the loaded database and had to enter in all the Lat Longs of all the points on the arrival and departure. Just like the old days when we had 9 waypoints and had to keep loading them in as you went. We used to build are own approaches in the “Box” for VFR and low visibility. It is not acceptable to build an LPV approach so I would not do that, but verifying points for an approach that has not changed would be fine with me. Having a current database is no guarantee the points are correct either. Years ago United doing an approach into SFO almost had a major disaster because one of the points was wrong on the approach. So getting back to the original post, doing an approach with pink needles and monitoring with green needles for a non precision approach for me would be preferred and legal.

Well I am glad that you continued your investigation. Did the inspector strip off the paint to inspect the area? Now you can move forward. Excellent job!

https://asn.flightsafety.org/wikibase/530595 My heart goes out to the family of those onboard.

They should have stripped the paint off before inspecting it. That way you know you are looking at the metal, not cracked paint. If it is really cracked you will be able to see it with the famous 10X magnifying glass. That is not cracked.

Ok, thanks. That is what I was looking for. I am thinking to change it a little bit and put two switches on there. One for PTT and the other for the autopilot disconnect.

Thanks, I would really appreciate a picture. You are awesome

So the actual wires go thru a hole in the yoke behind the clock?

Sorry I was not specific enough. I have this type of yoke without the modern switches inside or that add on switch. I am assuming the wires go behind the clock and thru the control wheel shaft. Thanks

Just wondering how they run the wires in the back into the yoke. Do you have a picture of that? I am assuming they drill a hole or notch it. Thanks

Looks like the vacuum line to the gyro is not hooked up. Wonder if they disconnected it because the gyro was making noise or not spinning? I guess you need to hook it up and find out. That explains it not working.

Way back when I had the gyro overhauled. I have no idea what they actually did to it. When you taxi to the runway it should definitely move the yoke while you are taxiing. I check mine just as you would for an IFR flight checking the gyro. I just have the PC system, no accu-track.

When I first setup my G5 I thought I would try knots. I did not take long for me to change it to MPH. When I flew large Boeings I was taught to cross check instruments. So it started to drive me crazy when the speeds were not the same. When I fly now the two instruments are very close which my cross check likes. Yes you could look at the inner knots to cross check but after flying the Mooney for over 30 years on the MPH scale I did not want to reinvent the wheel. If ATC assigns a speed to me then I can look at the inner scale. I don’t fly much IFR anymore to have to think about what speed I am flying. I keep below 250 knots under 10K. Not the greatest picture but the airspeed matches.

You never have to worry about runaway trim.