BaldEagle

I’ve been toying with that idea as well; conveniently there’s a 147 school 15 mins drive from my home

I’m 4 to 5 years out from retirement and I’m going to need a project. Tailwheel endorsement is a bucket list item and the thought of getting a repairman’s certificate and doing my own condition inspections and maintenance is very appealing. I would probably keep the Mooney; looking at an RV 14.

I wasn't able to find a replacement, but fortunately a local A&P / IA who specializes in these kinds of repairs came to the rescue. I don't know what this will do to the balance / vibration but as I've had some prop work done at the same time I'm going to get it dynamically balanced anyway. Any recommendations for a shop in SoCal / Southwest...?

Thanks! My A&P thinks this is repairable, but if not I'll start chasing down McCauley / prop shops

Hi all, I'm having trouble finding a replacement spinner doubler part no. 940003-501. This is for a 1978 J. It looks like this part was installed after this airplane left production as a result of SB M20-201 2-14-78. If this part is unobtainium... what are my options? Can a doubler be riveted on, or is my only option to use the old part as a template to fabricate a replacement?

Resurrecting this thread. We just pulled a D3000 dual mag this afternoon (M20J) as I was getting 200 rpm drop on the right and there was 350 hours on it since the last overhaul. There was no torque on the top nut, I could have loosened it with my fingers, and the lower nut was just barely pinch tight. An incorrect gasket had also been installed by whoever pulled it the last time for overhaul so clearly 1508C Service Instruction had not been performed. Additionally FAA SAIB NE-08-26R3 says to check the nuts with a torque wrench at each annual / 100 hour and also to check the magneto for looseness at each oil change and / or 50 hours. I have no idea how you're supposed to torque the lower nut as it's very difficult to get to but I'll let my A&P worry about that. In any case, sharing because my guess is that this isn't being performed by many shops at annual and for those of us that do our own oil change we should religiously be checking the mag each time.

Hi all, Anyone had this issue before? I noticed erratic readings so had the CHT2 probe replaced and the issue persists. My first thought was likely a wiring issue, probably caused by vibration, but I'm seeing negative values on CHT2 so maybe the unit has gone bad? Any suggestions?

Interesting. My Powerflow exhaust was installed by the previous owner, but I believe it was installed by the Powerflow folks at their facility in Fl. I'll reach out to the vendor to see what they have to say.

Morning, Annual coming up and a handful of annoying things to take care of this year. This is a Powerflow exhaust on a J. What's the recommended practice for treating cosmetic corrosion? Thought I'd ask here before reaching out to the vendor.

Interesting! I just spoke with Avemco and they quoted us ~3k (married pilots / owner discount). This is nearly double what I'm paying now with Old Republic, but came in a little less than expected so this is all rather encouraging now. Very happy I can get a policy with both of us on it at last. Parker is also working through some options as well so Avemco is likely a backup option. Thanks all for the feedback. Very interesting and informative thread.

Happy Friday all, Last year my wife passed her private checkride — yay! Obviously she wants to fly the Mooney that she (we) own, but the insurance company says, “hell, no”. Understandably. So she’s been flying an Arrow and Comanche on a club insurance policy, and has ~50 hrs retract, 200TT now. At what point will she be insurable? She is getting frustrated burning money flying club aircraft when we own a perfectly good Mooney that isn’t flying enough. Obviously she will need some hours with a Mooney CFI, but that’s not an option until she is listed on the policy. Chicken and egg situation…

I know I'm late to this thread but I did exactly this, box purchased from Avionics Source. I had a non-WAAS GNS430 so I had to replace the antenna. Existing coax was good so that saved some labor (as I recall the length of the coax is also important). If you need to replace the coax it means pulling out the headliner, which means pulling out the side panels, which means pulling out the front seats, etc., quite annoying and labor intensive. I had to replace the existing GPS CB for a higher amperage CB, per Avidyne install requirements (I think 5 amp to 7 amp), and this was a horrible job. The A&P spent the best part of the day working on this alone and was swearing the whole time ('78 J). As I was going from non-WAAS to WAAS there was an additional setting on the IFD I had to set to get the glideslope up. I've been flying with it for a few years now and my only regret is not swapping this out earlier. I have mine driving 2 Aspens, which drive a legacy KFC200. Bottom line, it's a slide-in replacement but you could be looking at a couple of day's labor.

Gratuitous pic of the upgrade. I know, I’m late to the party.

Thought I’d post an update as this is now resolved. It took many hours to troubleshoot, eventually the shop pulled the airspeed safety switch, bench tested it and confirmed that the switch was mechanically sound but flex the cable and it would behave erratically. Fortunately I managed to find a new replacement switch, and I’m flying again.

About $700. You send in the old harness because they need the cap. I think I paid $800+ for the Kelly Aerospace harness, but they give you a $100 credit if you send in the old harness. This is the for dual harness of course (D2000/3000). What I like about the Maggie harness is that if I break another lead I can send the harness in and they will replace or repair the lead if it's one of their harnesses. Before I went this route I ordered a replacement lead "kit" from Spruce for the Kelly harness and it was $260. For a single freaking lead. My A&P/IA knows how to replace these leads, but we could not find the tools to install it in any case so that was a good exercise in frustration.