Old Chub

When was the last time the propeller/rotating assembly dynamically balanced ?

This vent would be less flush than the eyeball vent in my design. The threaded part on this vent also extends down quite a ways which means the adapter would also have to be taller...

Update: I was able to install the initial design this morning. It sticks down a little bit more than the stock vent but its only about an inch or so.

I use the Ground Modules and Terminal Junction Modules from Amphenol to share data bus signals. These can be purchased from Digikey or Mouser.

I plan on using eyeball vents from Spruce for consistency.

Thanks for the suggestion - I'll incorporate a more flush design and see how it fits with the headliner, I have a trip planned this week and didn't want to take apart the headliner panel just yet.

Hi everyone, Based on the strong interest I’ve seen for a solution like this, I’ve gone ahead and started designing a replacement overhead eyeball air vent for our Mooneys. After some prototyping and refinement, I'm happy to share that the design is moving forward and is close to ready for production. I will make the promise of getting any order shipped by August 29th 2025. To get a better sense of demand and help fund the initial run, I’ve opened preorders on my website. If this is something you've been looking for or needing, you can check it out here: https://www.smcustomproducts.com/shop/p/mooney-m20-overhead-eyeball-air-vent Your feedback and support are really appreciated—whether you're ready to preorder or just want to share your thoughts. I'm always open to suggestions as I fine-tune the final version. If you aren't interested in a Preorder and would just wait until I have the production unit ready you can fill out my contact page here and I'll email once it is ready: https://www.smcustomproducts.com/contact Thanks for looking and fly safe! — Sam Mose, Old Chub

My 1968 C model has one on the firewall (engine side) as well. It is between alternator output and the amp meter shunt which is on the other side of the firewall.

I agree with all the statements above and don't think anyone in this case is going to bother. However, and A&P with an IA endorsement can not create approved data for installation. That person can use several ways to get, obtain or reference approved data but can not create out of thin air. I think this is something that is misrepresented as I have seen this referenced several times on MooneySpace.

If they were installed on a 337 what was used for approved data? Did you get an FAA FSDO Field Approval ?

As N201MK Turbo pointed out why are all the pushrod shrouds back in the engine if he is still working the valve lash issue? I don't thing he as taken the lifters apart and got all the oil out to get his dry clearance. On another issue if the case is over milled it will not accept the accessory case as each case half has a dowel pin that goes into the accessory case you just could not have gotten the accessory case back onto a case that has been over milled. Do not let them split the case till you get another opinion with someone who has done some cylinder replacements an engine overhauls. Also there seems to be some confusion between a bend pushrod shroud and a bent pushrod.

Seeking input from those of you that are using the Flightstream 110 or 210. I am attaching to a GTN 750 navigator and would like to know if any of you have the fligthstream located in the aft avioinics bay or nearer to the cockpit. If located in the aft avionics bay do you have any issue with connectivity? Thanks in advance Warren

Do not let them spilt the case on your engine. I agree with a previous post who stated it would not have had good compressions and ran fine for 800 hours if the main case is as they are telling you. On another note if the main case had actually had too much material removed and line bored the back accessory case would not have been able to be fitted to the main case. There is a locating pin on each half of the main case. If too much material was removed these two pins would no longer line up with the accessory case. This is an issue of the A&P trying to apply a dry tappet clearance with a hydraulic lifter that has taken up this clearance. As previously stated you must remove the cup and the hydraulic lifter and remove all oil before attempting to use the dry clearance shown in the overhaul manual.

Anyone else have concern over that deep (gouge) interference contact area right through the crack zone ? Maybe the worst I have ever seen. That would need to be addressed or corrected before a replacement is installed IMO.

Not exactly the same but I have a GTX 335R hooked up to a GTN750 and I had to take the remote box (335R) to a garmin dealer to turn that function on so the GTN would get the pressure altitude data from the transponder. I had the pressure altitude going to the GTX335R and the GDL-88 all in the back of the plane. For the 335R to talk to the 750 its only RS232.

When I send in the hydraulic lifters (internal) and the tappets which ride on the camshaft to get recertified (which may require machine work on the tappets) I have never seen them come back matched. All the hydraulic lifters are in a box and all the tappets are in a box and all are certified as parts meeting a certain standard. I must me missing something with the "matched set" quote.

I feel it is a crack in the deposits. The third photo seems to show a buildup around the valve area. The hoop stresses in the valve area usually produce a crack emanating from the valve seat bore. That would be extreamly rare type of crack next to the valve seat.

It looks like they still do not have the tailboom or T/R gearbox. They show parts of the horizontal stabilizer with end plates but those most likley floated.

The 206L series uses what is called a nodal beam suspension system that allows the transmission vertical movement in relation to the cabin unlike the OH-58 and 206A/B series. In flight breakups are uncommon in relation to how many flight hours the entire 206 fleet has flown and for the entire roof structure to separate from the cabin in-flight is extremely rare. Investigators will look at the cabin and the tail boom attach points (or where it separated from the cabin) to determine if one failed from fatigue or overload.

I wired a GDL88 to a GTN750. I had to use the configuration tool off of the garmin web site and break into the 88 with the usb cable to configure. Old Chub

Sent PM. Looking for a response Old Chub

Whelen P/N 01-0770062-03 single strobe element power supply. Has the ability to sync with other supplies. I have three of them two were removed from new helicopter at customizing and one looks like it has seen some time in service. Asking $75 each or all three for $200. Buyer to pay shipping. IMG_4185.pdf IMG_4186.pdf IMG_4187.pdf

Maxwell, I can not help with the part number but you may try to resurrect your existing servo depending on your issue. I have had three occasions where the pitch or roll servo (three different aircraft) was not acting normal or was erratic. In all three cases I removed the cover and was able to use contact cleaner to flush the brush assembly and get everything working properly without disassembly. Just a thought.

Helping someone link a GTN 750 to a remote transponder GTX 335R and have not been able to configure the transponder from the GTN. Has anyone one experienced any issues getting these two Garmin units to talk to each other? I can see the data on the RS-232 input but its not able to be interpreted by the GTN.

NOS from a closed repair station. Brand new never installed Bendix King KX 165A with Glide Slope receiver. Tray and install kit included. $2,800 and buyer to pay shipping. I have three of these units all NOS and all with GS. IMG_4067.HEIC.pdf