David Lloyd

Three good answers. The 275 can show several navigation needles concurrently: HSI, Bearing Pointer 1 and Bearing Pointer 2. If the GTN650 is set up as Nav 1 and the GNS430 is set up as Nav 2 the following will work. If using the 650 for either direct to navigation or a GPS approach, Bearing Pointer 1 is GPS is selected will point to either the direct to waypoint or the next waypoint. If being vectored for an approach, the HSI indicator may be pegged awaiting alignment on course while the Bearing Pointer 1 is pointing directly to the waypoint. Really kinda redundant information with that nice big map shown on your iPad. I also used the Bearing Pointer to keep track of a nearby airport when doing aerobatics. No matter how many rolls or loops, the pointer always showed direction to the nearby airport. Whatever you're doing with Nav 1, if you enter the NDB on Nav 2 Direct, the Bearing Pointer 2 will point to it. I actually demonstrated to someone how IFR was done in the olden days, flying the bearing pointer to a NDB waypoint, and how to correct for a cross wind to and from. Ha, back in the day, two airports that were routine stops only had NDB approaches.

Removed due to small dent in trailing edge. White pearl in color. The very last airplane part I still have. $500 plus shipping? If anyone is interested, I can get back with a couple pictures.

Several decades ago I had a '65 with the opposite problem. Turned out the spool in that housing was stuck with gunk from the unfiltered air that comes through the valve. Really simple to take apart, clean and reassemble.

A little late but here is a 1975 M20C one drawing schematic. Mooney 1975 schematics.pdf

How ‘bout this one?

Looks like a done deal. New owner should fly it home in a couple weeks.

Van’s plans and most built airplanes have baffles. Some build plenums of their own design. One aftermarket cowling supplier also sells a plenum. i think all A to G Mooneys thru 1967 had the dog house. Sometime soon after the F was introduced, the E and F began with the open baffles.

For eight years I flew from.Charlotte area to Allentown, PA every six weeks or so. Heading home I would always get one of three routings till past DC. Didn’t matter which I filed, I would get another on the ground and a reroute once on the way. It was like Whack-A-Mole. A head is going to come out of one of those holes, but which one?

Swipe up from the bottom of the screen to get the menu items. Go thru everything to see what is available and understand how each works. Yes, you can turn off the nav indicators. I don’t have gps enr displayed so must have turned that off. Where he has four info blocks displayed at the bottom, you will only be able to display one. Heading tape stays.

The C kept the doghouse throughout production.

A few years back, someone posted pics of his new cowling install on a C. I recognized the Van’s Aircraft baffles. He later acknowledged using Van’s. A willing mechanic and appropriate paperwork….

Slightly different setup, mine is 275s and GNX375. I can load everything but terrain thru the 275 Database Concierge. Terrain is too big and must be loaded directly to the 375 by the SD card. Not well explained in the Pilot Guide.

Skates, we need some pictures.

About 600 hours in C models, the only time I experienced carb ice was in precipitation and cloud. Precipitation and out of cloud, no. In cloud and no precipitation, no. Carb heat clears it right up. Till next time. This was at full throttle settings. Partial throttle settings will increase the likelihood of ice. A rainy instrument approach would call proactively for carb heat.

First flight with an engine monitor will be eye opening. Your CHTs are much more than the low 200s.

Not your answer since my C has later model “articulating seats. Once the pins are out and the seat is cranked to a high seating position, it can be removed at the rear. Then crank down to avoid the center console and remove front track. No amount of effort could remove the seat from the rear if the front was already off the track. My rear seat backs are difficult to remove, installing requires a blood sacrifice.

Put one in my Mooney. Like other PS Engineering audio panels, set up the volumes and it just works. I had another brand in the RV, was always fiddling with the volume for either the radio or intercom.

The two 275s were installed months apart, the HSI first. When the second ADI was installed, the HSI installation was not changed to be a standby ADI. This meant the HSI would not and could not be changed by the pilot to display as a standby ADI, either automatically or by a reversionary switch (not installed). The pilot flying did not know this. Backup instruments were required but the pilot lost control of the airplane in the clouds. In this particular case, the HSI failed at the same time the ADI because the HSI's Air Data Source and the XXX (old man memory) Source were set to #1, the ADI's ADAHRS. Installation setup was legal, not smart. Some of the above came from the investigator, not necessarily in the report.

Is the aerodynamic tail tie down a Laser part? I have one like that also. The original metal spring, has anyone ever landed nose up enough to hit it?

How about three. I have a set of Mutt Muffs, small, used once. Jake didn’t like them.

Right after putting this up in September, a friend said he was interested as a partner. He and his wife sold a house, mom went in the hospital, then a nursing home, bought a new truck, got covid again, trying to finish up on an instrument rating, etc. In the meanwhile, I continue to fly and fix the little odds and ends. Didn't like the way the arm rests and side trim turned out, an upholstery shop should have those finished next week. Clock repaired. Got another flight review. Am instrument current. Renewed my Garmin database subscription (is this transferable?). Went thru Jimmy Garrison's valuation guide. I added up $84,300. Price reduced to $82,000. Lynn Mace did the last two annuals. Call him at Maxwell's and pay him money for his opinion. I could continue to fly this airplane but my heart just isn't in it anymore. I've got a couple trips planned, ARW, OWB. If there was a reason to go to New Mexico tonight, the airplane is ready. But, it is time to move on to other things. Annual was in April. IFR checks were July or August 2021 when the GI275s were installed. PM me with or for phone number.

What others have said, check the connection at the sender is corrosion free, same at the gauge. If you aren't having other gauge problems, it probably is not the ground. I did have an amp gauge that would not work most of the time. Checked everything, finally removed the gauge for replacement and found the needle rubbed the plexi cover. No, the needle actually rubbed the gauge face. A little tweak and it works perfect.

When my plane was reweighed, the fuel pump was used to remove as much fuel as possible, then drained another cup to cup and a half from the sumps. Before weighing, the “unusable” fuel was added back it each tank. Later, safely on the ground, Iran the engine on the unusable fuel for about ten minutes. Most of that time the fuel pressure showed 0. Probably it was sucking a lot of air but enough fuel to keep my carbed engine running. It seems that usable fuel is what can be reliably used in level, coordinated flight.

I had a Stormscope antenna located inside the belly. About all it saw was cycling the gear and flaps. Does a lot better now located in fresh air. I would not attempt to put a transponder antenna in the belly unless a radio shop proved to me that it would work properly and meet the legal specs.

Holes in the wings are the usual tip-off to falling off the jacks.