David Lloyd

You can plug your aircraft's numbers into the Garmin Pilot W&B (Foreflight has something very similar) and get a graphical presentation of W&B and CG, the numbers for empty weight, loaded weight, weight at engine start, takeoff, landing, what happens when you slide the seat forward or back. Just about everything you can imagine, much less need. One thing it shows that is difficult to calculate by hand is the CG in relation to the slanted forward limit. By myself or one other and nothing in the baggage, I am right at the forward limit.

6 or 8 months ago, I emailed Mooney asking if they had any W&B record for my 1975 C. Within a few days I received copies of my original W&B, all the original worksheets. Can't get better than that. Kevin Kammer, CFIMEII A&P IA MS Director Customer Service Director Quality Assurance Mooney International Corporation d 830.792.2919 f 830.257.4635 kkammer@mooney.com David, enclosed is the data I could find concerning the weight and balance information, serial number 20-1165. Let me know if this is what you were after, Sincerely, Kevin Kammer From: Mooney [mailto:email@mooney.com] Sent: Friday, February 26, 2021 12:34 PM To: technicalsupport <technicalsupport@mooney.com> Subject: New message from "Mooney" Name: David Lloyd Email: Phone: Message: I own N147EB, a 1975 M20C, s/n 20-1165. The original logbooks, Weight & Balance with equipment list were lost in Canada after export in 1978. I would like to get a copy of that original Weight & Balance with equipment list if available. The original registration was N6835V.

ILS but not LPV. Sounds like pilotsofamerica.com has it nailed. A trip to the shop is in order. Going over to the link you had has given me a clue to check for my problem. Intermittent GS/GS capture on some LPV approaches. Seems like every problem is at an airport where I have the KX165 tuned to the ILS frequency. That may be interfering with the GS energize in the GI275. I will know that answer tomorrow. Might be grasping at straws but do have another trip to a radio shop Tuesday scheduled to try to decode what's going on.

Yes, but pretty limited in what and how it is displayed On a dual ADI and Standby ADI/HSI the ADI will display traffic, I think only if you have the synthetic vision option. The HSI Map will show graphical weather but not text. A MFD would display everything but you will be much happier seeing it displayed on an iPad.

Be careful with the wording. Yes the GNX375 will work with the Dynon as far as the navigation stuff. The 375 has ADSB in and out. Dynon won't display the in from the 375. Must use the ADSB receiver from Dynon for about $1K.

Years ago I had a windshield replaced in my Bonanza. Bought it from Beryl D'Shannon and at the time they had someone driving around the country replacing windshields, Jim Krug. He showed up, drilled rivets from the windshield frame, then took a 3 pound ball peen hammer to it. 3rd wack the windshield cracked, then he worked on the crack with the hammer to run it to the edge and another crack to an edge. Then he put on leather work glove and used some big channel lock pliers to pull the broken portion from the frame. After that, it was relatively easy (as I stood in the shade watching). 3rd wack from a big guy with a heavy hammer that knew what he was doing (he told me he had done over a thousand windshields). I got doubts about a little hammer, no gloves, no channel locks as a solution for getting out. Maybe a sharp, sturdy knife to score couple places beginning at the pilot window opening, then some brute force. Watch out for sharp edges. Oh, Jim Krug took about 15 minutes to drill the rivets, break the windshield, pull the pieces and frame out. Then it was most of the day to install the new windshield.

Thanks for posting that video. Be sure to watch part duex.

Wondering the same thing about a WX-8 in my panel. Don't laugh, have 5000+ hours behind one and it has been worth it's weight in gold. Since ADSB, it is now devalued somewhat.

Seems like at one time there was a 4th window mod from LASAR. This one on an Areostar Mooney. I've only seen a picture of one other in the last couple years.

I typically use HDG until on final approach course outside the fix. Have some notes here from recent approaches at KAFP and KCQW. KAFP LPV16 used heading to intercept the final approach course. 2.5 miles outside JORGA (IAF/IF) got APR, 10 seconds later GS. KCQW LPV28 used GPSS/HDG to ZEDPI (IAF) then until in the turn to final approach course at IYPET (IF) punched the HDG & NAV buttons and right away HDG dropped, APR lit. 10 seconds later GS. Have you tried an ILS to see if the APR lights? Fewer electronic hurdles to clear with the old-fashioned ILS.

I have done both ways with my 60-2. Using the heading bug at first initially until turning to intercept the FAC, then pushing HDG and NAV it will follow heading (and GPSS) until the deviation indicator centers. It will then sequence to NAV and APR. It might be a little tricky, if flying a T shaped LPV, out at the end of the T needle is centered, not certain if it will sequence properly. Usually I just use HDG until I want NAV. With auto-slew, I'm spoiled. I have forgotten on an ILS the 275 does not auto-slew. Do I have a 100 knot cross wind? Why am I tracking the localizer with 45 degrees of correction? Doh!

Dante, what did you buy?

In the video a couple key things: everything lined up, as soon as the Stec is switched from HDG to NAV, APR annunciates. Count 'em off, 10 seconds the GS arms. Crossing the FAF the GS centers and is captured, ALT goes out. Nice video.

I think CIES just got it wrong about the G, thinking it is like an F with 32 gallon tanks and a180 hp engine. A G is a C with C wings, 26 gallon tanks and an F fuselage. The 26 gallon tanks have only one sender per tank.

Since insurance companies will usually cover the cost of addressing the SB, consider what happens if you take advantage of their generosity. Anything that is deemed unairworthy not caused by the prop strike must be repaired of replaced at your expense. Got a couple pitted tappets at 1000 hours? They may have gone another 1000 hours. Shop has to replace them or they won't put your engine back together. There's two grand. And that camshaft looks a little iffy, $500 to regrind or $1500 for new. I don't think you want to hang your engine on those motor mount bushings, another $500. Can be a two edged sword. What happens if you don't take advantage of their generosity? Two years down the road, you want to sell your airplane...you can see the other posts as to what can happen. Or maybe two years down the road the flange breaks off the crankshaft and you set you pride and joy down softly in a beanfield. Nobody hurt, aircraft has very minor damage, you can't find the prop and the engine is toast. Will the insurance company repair your engine now? I wouldn't want to be involved in that sad conversation.

There is a AD for Lycoming engines requiring certain things to be inspected or replaced after a prop strike. It is required to be airworthy. It does not call for a complete engine teardown. There is a Lycoming Service Bulletin in place of a prop strike where the engine must be disassembled and the rotating parts inspected and some things replaced or in the case of magnetos, overhauled. This is Service Bulletin, it is not required. If you are not comfortable buying an airplane with a prop strike history, having the AD complied with but not the SB, do not buy that airplane. Find one without that history.

Buttonology sounds good. APR should activate almost as soon as you switch to NAV. The GS will never arm or capture unless APR is active. Once APR is active, GS should arm in 10 seconds. You can force GS to arm if you get a close-in turn as long as still below the slope, within half scale nav and APR is active by pressing ALT once if already lit, twice if not. Yes, I suspect something else, is the wire, 530 or Stec? Will the GS arm flying an ILS? And oddly enough, several posts in the last week here and Beechtalk regarding Stec (various) not capturing a glideslope. Is it because of new equipment and people have a renewed interest in a coupled approach or something else?

I have a 60-2 connected to GI275s, a GNX375 and KX165. Works great mostly, but I have had an intermittent problem capturing the glideslope/glidepath. I have firmly established it is not operator error but a problem within the 275, the wiring from the 275 to the Stec control head or within the control head (recently repaired with new buttons, button pad and main board). Just went out an did my 6 approaches, 3 LPV, 1 LNAV+V, 1 ILS captured the glideslope/glidepath. One LPV captured and began to follow, then GS went out, FAIL annunciated. No apparent reason, the 275 always show a steady glideslope indication. I feel pretty good about answering any question about how the 60-2 works, fire away. Anyway, for the GS to arm and capture, several things must take place. Stec needs to be both in NAV and ALT mode. Navigation signal must be on a recognized localizer frequency or GPS approach (a energize signal is sent from either the GPS or ILS radio to the 275 and 275 to the Stec). The CDI must be less than 1/2 full scale. There is another hurdle or two in the background for a GPS approach. APR will annunciate. If 60% below the appropriate glideslope/glidepath, in 10 seconds after APR lights, the GS will light showing the glideslope/glidepath is armed. When the glideslope/glidepath needle centers, it should capture and the ALT light extinguishes. If using GPSS to fly to an approach fix the Stec must be in HDG mode. Rolling out on the final approach course, switch from HDG to NAV and if the CDI is within 1/2 scale APR should annunciate and 10 seconds later, GS.

Yes, it should move easily by hand when disconnected. Likewise, the cable should move with almost no friction when disconnected.

Yes, the adjustment is hidden behind the mounting screw on the 20 & 30 series. Stec warns not to use longer screws for mounting than those supplied (don't crunch the pot with a long screw). The cheapie small screwdrivers with the fingertip swivel on the end is what Stec shows in a picture. The smallest size I have worked just fine. The next larger size would not fit through the screw hole. Shops normally do this on the ground, adjusting until the control wheel reverses direction. With a Mooney, because of the small control movements may get close but need in-flight adjustment. Directions say to make small adjustments and wait for the autopilot to compensate. In my airplane, a bar width out took between a quarter and half turn on the pot. I don't think it is all that sensitive. Right of course, adjust CCW. Mark your screwdriver so you can keep track of how much you turn. Pick a very smooth day, you can't feel what you're doing. Like brain surgery in the back of a moving pickup truck. Jim, have no idea why yours suddenly began tracking off course. Yes, it can be adjusted in heading mode while on GPSS.

Once gave an RV ride to one of the airport guys. Weight about 350. Seat belt and shoulders were at the very end of their reach. Suck it in Chris or you're not going. The fifth strap was not attempted. Got to the checklist and wiped the controls. Uh uh. Too much gut, could have taken off but might not have been able to flare the landing. That would not have been the problem in a Mooney, just demonstrates the need to consider the ramifications of an out of the normal situation.

I have wondered about CG having a meaningful effect on speed and have planned to test. Two 200 pounders in the front seats, full forward and minimal junk in the baggage would put my airplane at the forward edge of the envelope. Moving my seat back as far as it would go and sending the other meat lump to the rear seat would move the CG back quite a bit, although not to the aft limit. First test at altitude, level flight in smooth air for several minutes then every 10 seconds for maybe two minutes, write down either the indicated airspeed from the GI-275 or calculated TAS from the GNX375. Then move the seat and meat lump and repeat. Post results. Will it be more or less than two knots difference?

Stec calls the adjustment Roll Centering. Very small flat blade screwdriver to adjust a hidden pot located under a screw. Bottom right for the 20 and 30 series, to the left of the display 40, 50 and 60 series. Picture shows the cover screw out. Was nav tracking about a needle width off, now perfect. Also tracked the heading bug a couple degrees off. The new buttons and a board just cost about $900 to replace. Read the Stec instructions before jabbing a screwdriver into the internals.

Climbing to 11k, was the temperature below freezing? I have had the experience of a wet airplane climbing into colder air have some moisture freeze on the aileron gap seals. Just as you did, a little jerk on the controls and it was gone. Barring that, I would look at every bit of the control mechanisms to make absolutely certain nothing could be binding.

If it is turbulent enough to throw your iPad or approach book from the seat to the ceiling, slow to Va.