mgan

I have a new Aerocruze 100 autopilot that I was days away from beginning install on when Dynon announced their autopilot approval. It comes with all parts and documentation. It comes with a modification drawing ready for DER signature if someone wants to install prior to dynon receiving new revised stc approval (see letter from Duncan below). Modifications have been made to the kit parts per the provided modification drawing to allow it to fit in a short body. It will come with full ownership/stc transfer to new owner which I have already coordinated with and agreed with Duncan to help facilitate. If you want to wait for the STC revision for install, Duncan expects new parts kits to be provided free of charge. (see letter from Duncan below) looking for $5000obo Notice from Duncan: AeroCruze 100 Autopilot for Mooney Aircraft Update as of February 2026: Approximately Mid-Summer 2026 Bendix/King (Honeywell) ODA will be reviewing "Revised Drawings and Revised Installation Instructions" with the intent to include as additional FAA approved data for the current STC. This additional data, is considered a Minor STC Revision, and once approved (sometime late summer 2026), Bendix/King (Honeywell) will be working with their supplier's to fabricate "Redesigned Parts" and "Additional Parts" [i.e. added pitch servo push-rod of shorter length {for short body Mooney} and multiple pitch servo to fuselage mounting brackets {for medium body Mooney}] which are additional unique parts not currently in the STC Kits. Mooney owners who have bought the current STC Kits, but not yet installed - should be able to obtain these Additional Parts; we are assuming free of charge (when these newly designed & fabricated parts are available).

Recently converted electric-manual gear on my 65 e model. Have all the removed electric gear parts/accessories available. All were carefully removed to avoid damage as much as possible. Motor is strong and retracted effortlessly. I just wanted the simplicity of the manual system. Ideal for wanting to convert their manual or electric or just wanting spares for your electric system. $4000 obo

Removed from 1965 Mooney M20E for upgrade. Everything worked just fine. Wing leveler would hold wings level. Accutrak would follow L/R course deviations. In heading mode, the plane would fly the course set on the DG heading bug. DG would drift a couple degrees every few minutes and need adjusted, but nothing abnormal. Servos all appear to be air tight with no leaks. This system, while not modern technology, has served me well and greatly reduced the workload/fatigue in keeping the plane level and headed on track in IFR flying. When flying IFR, I would use the system in DG heading bug mode almost all the time. Any time the GPS would tell me to turn, I just rotate the hdg bug and let the system manage the roll axis. Including the working vacuum pump as well. $800 obo plus shipping takes everything.

29" We pulled the cylinder and it is being overhauled by a local engine shop as we speak.

Hey you might be on to something. After digging through engine monitor data, I see a drop in egt#2 when going full throttle on those occasions where the rpm does not come up all the way.... then when the RPM goes back up to 2650, that egt comes back up right now I'm thinking maybe a little morning sickness valve stick? gonna go discuss with IA to see his thoughts and talk options.

That was a good find. Do check back with your results. I'm really interested in the fact that both your CHT and EGT was high. it's almost like that cylinder was getting a really lean mixture. Seems like most valve issues would cause either EGT or CHT to be high and the other to be low.... so yours must have been a friction issue? I am going to be digging into my engine monitor data. The interesting thing to me is that it only happens very occasionally and only on takeoff roll. I've never had an issue going full rpm and climbing full power at any other phase of flight. Engine pulls strong and climbs/cruises well.

Thanks for the suggestions. I will attempt this weekend. Of course now that I'm wanting it to act up, it will probably be a month before it acts up again...

Idle is fine. The everything runs just fine in every other phase of flight. I have a cgr30p engine monitor. This weekend I'll try to see what the static rpm is... I'm assuming you are thinking of adjusting the prop control while it's at full throttle and when it is not going to full RPM to see if it changes?

It is definitely not a tachometer problem as there is a vast difference in acceleration and sound when it is at proper rpm vs when it is stuck at a lower rpm.

yes it is definitely not a tachometer problem because I can feel the lack of acceleration and I could hear/feel the difference that one time I took off like that when it went from partial to full rpm. yeah I cycle the prop several times to try to make sure it gets fresh oil.

I have an E model with the hartzell H1 gov. Sometime (especially when it's cold out) when I go to takeoff, the prop will only go to like 2500-2540 rpm and the plane will obviously be very lethargic on acceleration. If it happens, I'll abort takeoff and taxi back and go again and it goes to 2630-2670 and takes off and flies with no issues after that. The first time it happened, I didn't notice till after takeoff... it was lethargic on climb out till about 30-60 seconds after takeoff then the rpm all the sudden went up to rev-d up to mid 2600s and you could feel the extra power kick in.... it flew just fine with no issues after that. I'm assuming this has to either be a propeller or gov issue? my first thought was that maybe it was cold oil in the hub? but on a 60f day I waited till the oil was 140f to cycle prop and cycled several times only to have it not reach full rpm on takeoff roll. anyone have any thoughts? could it be the gov even though it works just fine during flight and doesn't have any issues holding an rpm? could there have been an issue with the last propeller reinstall after AD check? Any thoughts are appreciated. Can't just fly it without predicable takeoff performance.

Thanks! I'm reaching out to them now (although I'm hitting a 3 msg per day snag on mooneyspace)

I think the brushes were wore down to the wire (no carbon left) I'm just amazed it was able to retract the gear at all

Well I opened the motor up and it is definetely the problem. Unfortunately, it is not going to be an easy repair. the commutator is completely worn down (to nothing in areas). Does anyone have any leads on who might have an armature or who might have a commutator and be able to rebuild the armature? Or does anyone have a salvage motor I can buy and rebuild? thanks

we checked the tension and it appears correct. I was suspecting the motor was the issue as we basically eliminated all other variables, so I am glad you are able to confirm this suspicion. Where did you send it for overhaul and how much does it cost? (at least 10x what it should, I'm sure.... kinda like a $20 worm gear set selling for $1850)