PT20J

Given that amount of surface corrosion, I would really want to pull the tension bolts and do the full inspection called out in the SB were it mine. And, of course the insulation needs to be replaced with the newer foam insulation. After cleaning up the corrosion, It would be best to repaint the tubes with epoxy primer like the factory started doing on later models. It's much better protection than the zinc chromate. Skip

Agreed. This is kind of a goofy configuration. I had something similar. The previous owner installed a GNS 430W and an Aspen PFD. The KG 258 for the KAP 150 autopilot was retained and moved down to the lower right of the panel where @skyfarer's GI 275 is located. This was OK, because the KG 258 became a standby instrument and didn't have a flight director. So, what I suspect happened here is that someone relocated the KFC 150's KI 256 and installed the two G5s and then later replaced the KI 256 with a GI 275. But that instrument should really be primary since it has the flight director. As far as the AFMS, yes you should have copies of those in the POH because they include limitations. The installer should have provided the owner with the AFMSs, the STCs and 337s, wiring diagrams showing the configuration (most installers annotate the appropriate drawings from the Installation manual), and tables showing how the units were configured (from either the Maintenance Manual or Installation Manual). You can download the AFMS, Pilot's Guides and Maintenance Manuals from Garmin's website. Installation Manuals for some equipment is on the website, but many are only available to Garmin dealers. Skip

The museum did that for its P-51B which crashed in a bog in the UK during WW II. The data plate is about all that was left. https://historicflight.org/p-51-mustang/ From the FAA’s point of view, the data plate is what defines an airplane. If you have one, you can rebuild it all from new or used parts. But, that’s so expensive that it’s generally only done for rare, high value airplanes. Skip

The KFC 150 predated GPS roll steering. GPSS is a workaround to have the autopilot follow the 530’s GPS roll commands using HDG mode. To track a VOR or Localizer, the 530 must be in VLOC and the KFC 150 in NAV or APR. It will only capture a GS if it is in APR. Ssip

I have two of those. My newer one has a very strong magnet - probably neodymium. Sometimes it is too strong and attaches itself to something I don’t want it to on its way to the screw I’m trying to retrieve. So, I have an older one with a much weaker magnet that won’t pick up anything heavier than a short AN3 bolt. Sometimes that’s the better tool. So, you can see how difficult it is to specify the tool. Neodymium magnets are cheap.

Because even the weakest N35 grade neodymium magnet is >10,000 Gauss.

The GI 275 FD commands will come directly from the KC 192 (the controller for the KFC 150). Does the FD operate correctly in basic modes such as heading and pitch? The autopilot seems to work fine in HDG mode following the G5 HSI heading bug or the GPS when in GPSS. Does the FD work correctly when using GPSS? When you have the 530 set to a VOR or localizer, I assume you switch it to VLOC since you said that the needles display correctly on the G5 HSI. Are you putting the autopilot in NAV mode to have it track the VLOC output from the 530 through the G5? If you are on an ILS are you putting the autopilot in APR mode to enable the GS capture? Skip

They probably wanted to ensure that the magnet is strong enough to detect the steel tubing unambiguously so that someone doesn't use a refrigerator magnet and pass a bad weight. They could have specified a magnet of 10,000 Gauss or greater, but neodymium is a more easily complied with specification.

Shouldn't there be a lot of cores around from all the wrecks?

Now you've gone and done it -- mentioned fixed gear on MooneySpace!

This was clearly a mistake. Send a note to Mooney and they will create an ECO (Engineering Change Order) to relocate that to someplace less accessible.

I contributed my annual fee to Conspiracies-R-Us - you should receive your check shortly

I have no idea what Jonny is thinking. But, it is difficult to see how Mooney could get back into airplane production without a huge investment, and Jonny was pretty clear at MooneyMAX that it's very challenging because every bank and investor asks the same question: Mooney has a long history of going bankrupt every few years; what are you going to do differently? One possible path forward is to convert to a parts and service business similar Cal Pacific Airmotive which owns the type and production certificates for the P-51 and also has a repair station certificate. In theory, they could build new mustangs, but they probably never will. Instead, they have a very good business supplying parts and service for the existing fleet. They also rebuild mustangs and modify P-51s to two seat TF-51s. But, in order to make that work, Jonny would have to hang onto the IP. Skip

Aw, shucks. Conspiracy theories are so much more fun than reality. Only in America would pilots find fault with the FAA relaxing medical certification standards. Proof once again that politics trumps science.

The only part I have personally inquired about was their machined steering horn. Corrine (who has since left the company) told me that they were made by a local machinist that retired and they decided not to pursue another source because they didn’t sell well since they were more expensive than the reconditioned OEM parts.

Did a quick search and can find no patents ever assigned to Mooney.

I was there and in the context of the conversation I believe what Jonny meant is that no one can manufacture the parts using Mooney’s intellectual property without Mooney’s approval. What was left unstated is that for many parts, the cost to reverse engineer them so as not to need Mooney’s IP may well be prohibitive given the small volumes. A lot of LASAR PMA parts are no longer available and the new owner would probably be cranking them out if there were money in it.

FAR Part 1: Maintenance means inspection, overhaul, repair, preservation, and he replacement of parts, but excludes preventive maintenance. So, per FAR 43.3, your A&P can perform the inspection.

It's not the CG, it's the wing. The Mooney airfoil has a sharper stall break than a Cessna. If you decelerate slowly at about one knot per second with the ball centered it's fine. The pitch forces on the Mooney are higher than a Cessna at the stall and what I've often seen is that pilots will not decelerate at a constant rate but rather abruptly pull harder at the end which leads to a nose high attitude and greater pitch down at the break. At the same time, if the ball is off center it will roll. The combination is startling at first. After a few it's no big deal.

To my knowledge, and current Garmin documentation, the G3X Touch certified system permits one GDU installed as a PFD and a second installed as a MFD. Only one GSU 25 ADAHRS is allowed. If either GSU fails, there is a reversionary mode. However, because there is no battery backup and no second ADAHRS, standby instruments are still required. Skip

Good idea. Also, the flow divider can be field repaired-- it doesn't require sending it in for overhaul. Skip

Sorry to take so long to reply -- had to fix my broken cowl flap position indicator first. No, my cowl flaps stay closed in cruise flight with the switch in the center (OFF) position. I also notice that they stay in partially open positions in cruise flight. Skip

The way I read it, you are good to go. The 337 allows you to make the modification, but the airplane isn't altered until the modification is completed and a logbook entry made. And, if you undo the modification and make a logbook entry, the airplane is back in it's original configuration. You could then redo the modification at some future point without filing another 337. So the 337 allows you to make a change, but it isn't the record of the change; the logbooks are the record.

I had the left mag replaced with a SureFly using the STC and the installer filed the 337. Later, I had the SureFly removed and the mag reinstalled and the IA said that we didn’t need a 337 for that. I always wondered why. At least the Bowers opinion explains that: “Regardless of the type of STC, the approved design change does not become part of the specifications ofa particular aircraft, aircraft engine, or propeller until the particular aircraft, aircraft engine, or propeller has been altered in accordance with the STC.”