JMV

Fix was accomplished week before last with 2 wire stops to capture the cable end and 2 adel clamps to secure the cable in place. 3 wire stops were tried but restricted door opening too much. The whole arrangement could have been better designed, but is at least now functional.

MA came through with the desired picture from their parts catalog that depicts the use of 3 wire stops as moontownMooney has described, so a trip to the NAPA Aero Dept should resolve our issue.

Thanks for the replies - our service/parts manual isn't real expansive, didn't include pix of the heat/vent system nor was my usual backup (mooney.com) available presently. Your suggestions prompted me to try again, whereby I found a free J catalog to inspect, thinking at least part of the system might be similar. The picture of the vent door and attendant cable end isn't great, but good enough to confirm that the tab is supposed to be bent and the cable end (Wescon Products of Wichita) is linear instead of the usual 90 degree arrangement. It finally occurred to me also to check locally (Muncie Aviation) tomorrow to see if their parts catalog would suggest pursuing Wescon further. Using cable stops as moontownMooney has done is quick and practical if I fail to make it harder than it needs to be!

This post is for confirmation that some tinkering has been done to our vent door. The first image shows the push-pull wire extended to (unsuccessfully) close the vent door, second image retracted to open the door. I'm assuming the wire end should be straight and secured in a cable end B-nut or equivalent for adjustment, pivot, and open/close operation. Instead we have what you see - tab on the door and wire end both bent to accommodate one another for one-way only operation. So, unless I'm in error, the plan is to straighten the tab and wire end and apply said B-nut to repair - and hope nothing breaks off in the process!

3 of us hereabouts own serial #1 of the Aerostar Mooneys, shown here flying last weekend with of my co-owners. Data plate reads Aerostar Aircraft Corporation of Texas, Kerrville, TX; Serial number M20E 21-0001; Type Certificate 2A3. From the factory it flew to Honolulu in April of 1971 and, with 527 TT, the engine was replaced due to a broken piston (wrong pistons were factory installed). In December 1973 it returned to the mainland with 653 TT. This one benefits from several subsequent updates, namely 201 cowl, windshield, inner gear doors, one piece bottom fuselage cover, and considerable TLC. Having owned a 1976 F model with a good friend in the late 70's/early 80's, it was fun to return to Mooney flying almost 3 years ago. As mentioned elsewhere, the unusual tail is for looks only!

SkyTec troubleshooting guide is best place to start and, if necessary, the ST folks are great to work with. Our ($/painful) road to fixing a similar start issue, also E model, led to rebuilding the push-to-start ignition switch. With the key pushed/turned, back off the pressure a little and see if it engages. Mike V