Jakes Simmons

I concur…sweet!

You are not too too far from Wilmar, MN and Oasis Air. Weep No More is the sister tank shop there. I’ve had a solid annual done plus tanks a couple years ago. If you can make it to Columbus Ohio and Union County airport in Marysville Ohio, Sky Vista did my ‘24 annual and regularly maintains my C now. They are young and really sharp. Caught multiple issues that even Maxwell’s overlooked. Several Mooney’s are regular customers like myself. They definitely stay booked out though and you’d need to call now for April.

That’s a good idea, swapping plugs outright. The airplane came out of annual in October, plugs were rotated, cleaned and gapped then. Mech said everything looked good, it I wasn’t having issues then. Currently the covers are getting pulled to check for broken valve springs. I’m way outta town. Once mech’s are back from Thanksgiving, I’ll see if they can swap plugs while cowls are off. Will also let them know to examine harness more closely.

Also, approximately 500 hours on engine since O/H, 25 years ago. Mags have 60 hours since overhaul and were also adjusted two months ago during annual. Prop is five years old and 200 hours since new. It’s been dynamically balanced twice, including once last year.

Two steps back for every one step forward. Was making progress on the AeroCruze issue and now I have an engine stumper. 76 Ranger with the O360 and PowerFlow exhaust has started an intermittent stumble during climb out at MP’s above 25”. It’s not audible, no backfiring, but I can feel a vibration come and go, almost like when there is a little water in the fuel. Mag checks at run up and cruise power are perfect, no change from last 100 hours. Single point CHT and EGT needles are right where they always are. Adjusting mixture mildly doesn’t affect it. Once I’ve either climbed past 25” of MP or reduced throttle below that number, it either becomes imperceptible or goes away. Slightly reducing throttle to back off the enrichment circuit doesn’t seem to affect it either. A mechanic who used to maintain the aircraft years ago felt it was an exhaust spring issue, broken or weak. There is also some play in the throttle bushing where it goes to the enrichment circuit. Bunch of avenues to pursue but I don’t have an open checkbook to follow them all. Looking to see if anyone here has had similar issues or more trouble shooting ideas. I’ve checked carb heat, mags, prop balance, temps, no water in fuel, spark plugs, everything nominal. Except for this one issue, Ranger runs like a champ as always. Appreciate the help…

Unfortunately, no. We tried going down that road. Apparently 30 Rangers ‘76 and onward were manufactured slightly different in the belly area. The STC allows for the modification of the parts but I haven’t found anyone willing to do it.

Trying for a Hail Mary pass before selling my Mooney. Talked to Chris from Duncan Aviation, sounds like BK may eventually make a bracket for the pitch servo on my serial number Mooney, but no solid timeframe. He had mentioned hearing of several Ranger owners who had the -100 installed, their installers modified the pitch pushrod and servo bracket, covered under the STC, with good results. My original installer is not able to accomplish the mods. Currently I have a complete AeroCruze kit sitting in a box on my hangar floor. If any Ranger owners out there who have an installed AeroCruze 100 or know an owner that did, I’d appreciate a shout to gather info from your experience and a direction toward a shop who has done the work. The issue I’ve run into is my s/n 1213 has a different doubler under the cargo area vs earlier -C’s. The stock install kit does not work. If the hoops to install this a/p become too high, I’ll send the a/p back and sell the plane. For my type of flying, it’s a safety issue when carrying non pilot passengers. Appreciate the help…

I’ll send them to you once I gain a solution. Gears are not scalloped but teeth are worn down, worm gear ridge is worn razor thin in the middle.

Airplane is in annual now, original 20:1 gears are worn well past limits, including worm gear. I searched the site for discussions on previous folks’ needs but did not see any resolutions. We know Mooney won’t make new ones, LASAR is looking for any serviceable ones for me. Any vintage owners out there could point me in a direction for either the 40:1 kit or serviceable 20:1 ? Appreciate the help.

I second the positive opinion of the Mooney Mover. Received mine a couple weeks ago, SUPER smooth operation and I get to use already owned DeWalt batteries.

My ‘76 C had a three blade when I bought it. The vibration was noticeable at all rpm’s and like you mentioned, similar to older airplanes that lived on a school flight line I had flown in the past. One thought was a three blade prop is out of “sync” with a four cylinder engine. One thing to try is remounting the prop 180 degrees from its current position. That has helped some folks. What I did, and really only because my income was much higher then currently, was buy a new two blade scimitar prop from Hartzell, replace the engine mounts, and then had the prop guru at Maxwell’s dynamically balance the set up. REMARKABLE difference. Plus I never liked the three blade. Besides vibration I thought it was slower at cruise although quicker off the ground through the first 500 feet. Vibration is fatiguing for the pilot and hard on the instruments. Try a dynamic balance first, check condition of your engine mounts, then maybe rotate prop mounting. If all else fails, work a WHOLE bunch of OT and get the more efficient two blade. What’s funny is the smoothest flying Mooney I experienced had the original inspection ridden prop. Like a turbine…

No further contact from Duncan or BK since the initial email asking for an IPC for the airplane. They offered no alternate plans. Previous dealings with them indicate a history of pushing off any “issues” and liabilities to the shop being used. Disappointing to say the least. I get it, partially. Not a lot of profit made on this unit but I would pay a grand more if the unit was better supported. On a side note, the Uavionix products are very reasonably priced, preform better over time, probably not a lot of profit there either but every single dealing I’ve had with them has been exemplary. Installing the STC’d AVLink and AVMag now. I wish they did an autopilot…

Looks like the AeroCruze saga will be a bust for me. Anyone considering this product, get all your ducks in a row before plunking down money. I had been waiting for this autopilot like most everyone else interested for several years. Paid full price and got in the queue once I heard Duncan had finally accomplished the STC. Waited over six months before the kit was delivered to my avionics shop. Flew 3.5 hrs down to drop my ‘76 Ranger off, came back a week later to fly 3.5 hrs back after finding out Duncan had not shipped a complete kit and didn’t bother telling anyone they were missing parts. Parts issue finally resolved, flew another 3.5 hrs down to try again. Once belly pan was off, the fuselage did not reflect any of the CAD, (not actual pictures) drawings for an install. Only one email was returned by Duncan writing they needed an IPC for the Ranger to see what’s up. PDF of Catalog was sent, that was the last we heard from Duncan and BK after numerous calls and emails. Indirectly I’ve come to understand the STC was pulled for further research. No pieces for the pitch servo bracket will fit a stock ‘76 M20C Ranger serial 1213. It’s also no guarantee the AeroCruze100 will fit ANY Mooney. My shop is going to try a J next and said they are already noticing differences not accounted for in the instructions. Now I have to fly the 3.5 back home, “empty handed” but wallet lightened after 14 hours of flying to and from a place I had no other interest visiting. The “Hail Mary” pass will be a nearby sheet metal guy who is supposed to stop by as well as a local DER to see if the bracket could be modded or recreated to work in the future . That is however ANOTHER 7 hour round trip plus the unknown added costs of the sheet metal work and DER inspection/drawings without guarantees it will even work. This latest boondoggle has run me right up against a previously scheduled date to begin the annual. I’m pulling the plug, sending the AeroCruze back for a deserved refund, and hopefully passing on fair warning to the rest of the dreamers. Make sure the STC is actually done, AND it covers your exact serial number, AND you have pictures of the mount points to share with your installer and the CAD instructions before you invest a lot in wasted hours, gas, and frustration…

Wasn’t sure where to post this one. In the middle of more AeroCruze foibles. My ‘76 Ranger is in the shop right now and was just beginning to get the a/p installed when ANOTHER bump was hit. The pitch servo install instructions did not match up to how my particular M20C belly innards are arranged. After time consuming emails and calls were exchanged between BK and Duncan and my shop, that included photos, it seems my tail has similar internal structure to a J, although it is a short body fuselage. Threw everybody off. My question is, does anybody know when and if C models were built with J model fuselage or control surface internals? Apparently the STC manuals identified four different C configurations, this could be a fifth. I just hope all these trip ups paves the way for future vintage Mooney owners who try the AeroCruze to have a smoother road. If it all works out, I’ll post the shop here. Their original goal was to knock out AeroCruze installs on vintage Mooneys, they’ve done a bunch of Piper and Cessna’s . They like the hardware better than Garmin. But companies involved sure make it hard to be successful.

Will do…