Old Chub

For Sale new in box Aero Instruments AN 5812-1 or NSN 6610-00-663-8410 or Aero P/N PH502. This is a FAA-TSO-C16 approved heated pitot tube 24V never installed. Asking $520 as Spruce has this unit listed for over 2K in their catalog. Old Chub

Brittian Parts Sold. Sorry Gary. I had sent Zippy Bird an IM when I posted and he responded first. I guess the early "bird" got the worm this time. Thanks Old Chub

Brittain PC parts for sale plus the Accu-Trak controller and BI-805 valve. This was removed from my Mooney a few months ago and figured someone could use the parts to keep a PC system going. The boots appear to be in good shape with no tears or holes and fairly. T&B was working well when removed and drove the PC system. Not sure if the autopilot controller was working as we never had it hooked up to a source. Asking $350 for everything and buyer will pay shipping. Old Chub

Maybe I am missing something but why would you need to have "another STC" issued to this install? The Instructions for Continued Airworthiness (ICAs) have to be provided to the public as per FAA regulations. Are you saying the STC holder does not and will not supply ICAs for this install?

Mine C model is a 1968 with no lower cowl support struts and fixed cowl flaps. That was from the factory. Warren

Is everyone sure this is corrosion ? Not sure from the photos but almost appears to by some type of staining. Like when you acid etch a metallurgical sample for examination.

Although not the same engine but similar construction I chased pushrod tube leaks on a C-182 with an O-470. Tried new seals and even the Real Gaskets seals were not working with a couple of tubes. One engine builder told me to check for the tubes being out of round. Sure enough the tubes that I could not seal had somehow gotten out of round either due to mishandling during previous cylinder removal or maybe previously chasing push rod shroud leaks. Might be worth a look to roll the tubes in a set of V blocks to check if there is any out of round on seal surface area if you have a particularly stubborn push rod shroud leak on your continental.

After looking on the internet (unless modified after production) it appears the 1968 C model (maybe E, F and G too) did not have a left hand fresh air intake just aft of the firewall. Does anyone have a 1968 model short body with a fresh air intake vent on the left hand side? I wonder why Mooney eliminated the intake vent for this one year as I found 1965 -1967 had one and 1969 on appears to have one.

In regards to jaylw314 comment below. "Worse yet, some came with STC's, which seemed to suggest they did require 337's as major modifications." I work for an OEM that produces aircraft accessories under a different brand and sells almost all of them with an FAA STC. Example: Clear plastic carpet/floor protector for the back seats in a Long Ranger complete with STC. There is no way this trips the threshold for being a major modification/ alteration to type design but there it is complete with its own STC. The reason being is for ease of install to all operators (121 and 135 can have certification challenges not seen by us 91 guys) and especially installation in other countries. In this case an STC was applied for and granted by the FAA. The point being is just because an installed article has an FAA STC does not mean that it was created due to the fact it was a major modification/alteration to type design. Old Chub

One thing to consider when filling out and filing a FAA Form 337 is that by doing so the Mechanic just made what ever action taken into a "Major". So by calling the maintenance action a "Major Repair/Alteration" there must be approved data to accompany the 337. For an STC that is easy as it is already approved for other aspects it can be more difficult. Many different ways to obtain this supporting data (Field Approval, DER approval with FAA Form 8110, DAR....ect.) but an A&P Mechanic alone (Holding only an A&P / IA) can not create approved data without additional steps like those listed above. I have seen many posts on Mooney Space that stated their mechanic installed something (not having STC or other approved data) and just filled out a 337 to make it legal so it would not get flagged by another IA later down the road. Always wondered how this was accomplished? Warren FAA A&P, IA, DAR

Like Robert Hicks I have a C model and just moved mine to the back due to the 3 bladed prop. The C model (which factory has the battery in the front) has a cut out in the firewall that allows a corner of the battery box to sit just above the foot wells. Not sure how a E model could make the change or at least like it exists on the C model. Warren

You can change out the elevator yoke as most people do when making this conversion. The new style elevator yoke bolts right in and has the correct connection points for the new style yoke shafts. Warren

"I have noticed a lot of play in my breaker switches so it's time to replace them" albert, all of the klixon switch breakers feel like they have play in them even new ones. They feel like there is slack when moving the switch on and off. Your switch breakers could be worn but they have normal play. The Tyco switch breakers are tight and show no play when moving switch on and off. Warren

Had a similar issue. It was as Kelpro999 talks about. I had to re-stake the check ball in the nylon seat (inside the pump) to get my flaps from bleeding back. M20C Warren

PM sent Warren

Garmin GNS430W with tray, backing plate and Garmin GA36 WAAS antenna. units were removed from new aircraft for GTN upgrade and have less than 20 hours run time. Will not ship to international buyers or sell to one party and receive funds from someone else. I have a couple of these units left as I have previously sold these radios to Mooney Space members. Buyer to pay shipping. $4,800 USD Old Chub

I used a Davtron M800 but I had to remove the back to get it to fit.

Anyone see this or have any additional information regarding the Aero Cruze 100 in the M20 series ? https://skiesmag.com/press-releases/duncan-aviation-has-stc-to-install-bendixking-aerocruze-100-autopilot-in-mooney-m20s/?utm_source=skies-daily-news-todays-news&utm_campaign=skies-daily-news&utm_medium=email&utm_term=todays-news&utm_content=V1

The crack indication is most likely a forging lap as it is not oriented in a direction the rod would see tension (that would create a fatigue crack). However, I have always said (and especially in cases of aircraft engine rotating components) " when in doubt, junk it out" Best to replace and move forward with confidence.

I can only speak for my C model (1968) and the way the fuel pressure is picked up off of the carb inlet cavity. I'm sure someone will soon tell me how wrong I am but here goes. My C model has no external priming lines or way to prime the cylinders other than the carb accelerator pump (spraying fuel into venturi). The fuel pressure is built up with the boost pump against the float valve. Once the carb is full the float valve closes and pressure is built up in the lines and provides a guage reading (as there is no place for the fuel to go). Once the throttle is pumped the carb accelerator pump pushes fuel into the venturi throat and removes fuel from the float chamber and thus reduces pressure as float valve opens slightly. If you are holding pressure solid (boost pump off) while pumping the throttle and no pressure is dropping it means your accelerator pump is not moving any fuel from the carb bowl and into carb venturi throat. There is some elasticity in the system so you could be moving some fuel but maybe not as much as you once did and therefore have a change from what you normally see.

This may be the same on the IO as the O mooneys but my airplane (O-360) has a snubber in the fuel pressure line to help eliminate the pulses from mechanical pump. In the past my snubber had gotten crud in it and my pressure would be fine then drop to near zero in flight (something to really catch your attention). You may try cleaning the snubber and see if that is the source of your issue as its an easy one to at least eliminate from the troubleshooting. Warren

This would be your call but my GPS/COM antennas covered the old com and antenna and the old location of the non-waas gps antenna so I had no additional patches. Our brand new aircraft that we produce here at the company I work for uses the GPS/COM antennas on Garmin installations. I believe you will find the GPS/COM antennas meet the same TSO as the antennas called out by Garmin in their II's.

For Lithium 366 "My plan is to move VHF to the belly and use this spot for Dynon GPS antenna but I am not sure how involved this will be assuming I will need to fix VHF antenna holes first." You may want to look into a GPS/COM antenna combo like I did. I don't like punching any more holes in the fuselage skin than I absolutely have to. I have two GPS/COM antennas on top in the same positions you show for your two antennas (one com and one GPS).

Rivnuts installed with pro-seal (MIL-S-8802) or equivalent and used the rivnut notching tool for use with the keyed rivnuts. Not a great photo but you get the idea.

Thanks Alan I will contact seller via PM. Warren