Rivermoney

You folks are awesome. Thanks.

Thanks - my POH, which is original, does not have a formal W&B loading section which is puzzling. The Log of Pages is complete and all pages and sections are present. Section VI for mine is Performance - no W&B there. There is minimal weight and loading notation in section 1 - General Description. The AF Log has does have an entry a few months after manufacturing when an item was added to the A/C. The gentleman above provided some good historical info in the two documents. I am curious to know more about what was noted then and compare it to the log entires over time. I removed many original items last week, Pathfinder/KN65, etc. I know the weights on the data plates but am curious to see how those compare to what the factory might have used - brackets, wiring, etc. and there is a data plate that is missing. Also, it is useful to check for errors in log calculations - many in the early days were hand calculations. I know each A/C was different...but it is informative to see an actual W&B Loading doc from that era. Gives me more knowledge about Mooney and the A/C. My experiences are with more complex A/C with extremely variable loads and environments so this gets me to learn more about the GA process. Thanks.

Thanks - this is great and helpful and answers the question - I am 22-1295. I know there might have been a few changes in 1975 to 1976 models but I can go through the list you provided and sort those. Thanks again.

Thanks - the log does have an entry several months after mfg when the Pathfinder was installed - that is the earliest W&B entry but not factory. That is a good start along with information Vance submitted in another response.

I am looking for anyone who might have a copy/picture of a 1975 era M20F (SN 22-1200 range). I purchased the plane in the last year, while there are W&B updates in the POH during various STC's etc. there is no original to be found (The previous owner provided original logs/records, etc. but no original W&B is evident). My goal is to calculate the W&B through its time period - we recently removed some of the early year equipment, Pathfinder, Loran, DME, etc. and installed some new items - avionics, oil cooler mod, elec mag, etc. If someone has an original W&B that would be great. Yes, I know I can just get the A/C weighed to get a new baseline. Until then I would like to compare a build up from birth to what the POH calculations have been over time. Yes, I like doing math problems. Thanks in advance.

Yes, I am actively working with an A&P on this and always do so with any matter that is outside the the scope of authorized PM and often even when items are in the scope of PM.

Thanks all. I will clean the area and look for new leaks next time I take the cowl off for an inspection. I typically take the cowl off every 25 hours just to do a quick inspection. The engine was a remanufactured engine, not OH. So, when Lycoming did the reman they sprayed the crankcase and bolt/nuts with gray paint. What caught my attention was the the oil sheen on the area AND the two nuts which exhibited cracked, flaked, and missing gray paint. That led me to believe the nuts had loosened thus putting torque wrench on to see what the existing torque was. The Lycoming service instruction torques attached in the threads above do match the Lycoming IO-360 manual I have - crankcase through bolts/nuts at 300 in-lbs. These two nuts were definitely not even near that. The engine has not been started and run since checking them, so I will replace the nuts/bolts as a precaution, torque stripe them, clean the area and monitor it over time. I have seen no other leak issues. I acquired the AC earlier this year - the engine was installed in 2004. So, the previous owner had 400 hours in sixteen years. I have added 100 hours in the last four months.

IO-360-A1A on a '75 M20F. Lycoming Reman with 500 hours. Doing some PM and noticed some weeping oil wetness on top front seem of crankcase where the two halves are joined with nuts/bolts (area between number 1 and 2 cylinder. The paint on a couple of the nuts was peeled off - no torque stripes evident. Lycoming manual states torque is 300 in-lbs (25 ft-lb) for the nuts. I went to check the torque and the three nuts I sampled were all torqued well less than 20 ft-lbs. I started to torque a few and after a few turns I stopped thinking maybe I should not mess with it and accept the slight weeping. So, do I torque them all to the correct torque? Or, just leaving them along and accept some weeping. I have no major oil burn or leaks. Slight weep/wetness around one nut on number 1 top left cylinder nut. Other than that, nothing. I appear to use less than 1/4 quart of oil per 3-4 hours of operation - but I have learned to just keep it at 6.5 quarts so have been adding well less. Worldly advice appreciated.

Sorry - former Marine Corps pilot...I did give it the proper avionics 'realignment' and 'tuning' adjustment via my hand in an attempt to coax it back to full function...

Direct, select identifier, enter, then enter to activate. The detailed cause was we were returning to home base with two legs remaining on the 430's FPL - EMI and KGAI (home field). Approaching EMI I was cleared direct to KGAI. I 'cleared' EMI from the 430 flight plan and adjusted the CDI course to the 430's DTK. The CDI After a few minutes I noticed no CDI movement during my scan. The CDI appeared to always be left of center. With the airfield in sight I cancelled IFR then made a few turns but no needle movement was noticed (I was 7 miles from field). At that point I did Direct, KGAI, enter, enter. The CDI stayed in the same position. Once on the ground I powered down the 430 and powered back up. I will fly tomorrow and observe. I am in the DC area and have experienced some anomalies over time..,recently a Loss of Integrity but that I isolated to potential interference from the adjacent rack mounted back up nav/com which I was using to cross check ILS approach fixes.

Thanks all. I did the actions above. 430 start test was fine. Selected Direct and pressed OBS and rotated OBS on CDI and it did deflect. So I will go fly tomorrow and monitor the CDI to see if I get the same error that caused me to review this. The original cause for concern was while flying the CDI course needle was left of center and stayed left of center even no matter what lateral aircraft movements were made to get back on course. Even when direct was selected the needle stayed left of center. Upon reading my original post I did not detail that experience only the ground check when I got to the destination.

R&R the 430, pins looked good. Powered up the unit and reviewed CDI test, flags and needles in CDI equaled the 430 test functions (half up, half left, no flags, etc), rotated the CDI OBS knob to N-S-E-W and headings showed correct in 430. Set a Direct to in the 430, msg indicator blinked, pushed msg and got the course, set course in CDI and course needle remained centered. CDI needles remained centered now with no movement other than when 430 powers up. When 430 is on first Nav selection the CDI graphic on the 430 screen displays course and the 'graphic needle' is centered. So, guess I will be sending 430 in for repair.

Great point. Thanks. I am going to remove the GPS and reseat in the tray (never can hurt) and do some ops check including full CDI test (versus just looking at the flags/half up/left) from the second GPS430 power up test screen. I will then cycle over to the first screen - totally forgot about that. I suspect that will confirm any GPS unit issue provided the first reply is correct that the GPS/VLOC switching is in the unit which does make sense. I have already talked to Garmin Service about a repair...not ready to upgrade yet. I do fly mostly IFR filings and find the 430 has what I need for the next few years. Thanks again.

Thanks - I am not sure what you mean when you ask 'what did the internal CDI show?' If mean did the 430 display the the course, DTK, etc., then yes. The 430 display provided all normal functions and display. Now, I will say when I landed and cycled the 430 on and off, then set a nearby intersection, the msg function did not flash and I did not see a 'course to' provided. I usually see that when on the ground so I can adjust the course in the CDI.

Garmin CDI course needle went inop when Garmin 430 was set to GPS during flight. Cycled GPS and CDI passed startup test. CDI course needle stayed centered - setting course to a nearby 'direct to' did nothing. Selected VLOC with nearby VOR and CDI course needle functioned normally. Appreciate any ideas.

On the last flight while transiting through the geographical area in which I had the Loss of Integrity (LOI) message, I tuned the MAC 1700 Nav/Com to a nonexistent VOR. I observed no LOI issues on the Garmin. For the whole flight, down and back from DC to Raleigh, I did not use the MAC 1700 VOR - no Garmin issues. I did check the Sat strength and all was good. I have not yet reseated the connectors -- think I will wait until I see another LOI message...next flight I will turn MAC VOR back on and see if LOI resumes...didn't do that the other day, bad maintenance check pilot I was, on IFR plan and was getting vectored all over in DC area. Thanks for all the tips.

Thanks for the welcome. There is a MAC 1700 NAVCOM unit mounted just below the Garmin 430. The Garmin 'loss of integrity' message has only occurred in the last 4.5 hours of flights, both of which were my first set of true IFR flights where I tuned the MAC 1700 to provide a backup VOR signal. However, I have used the MAC 1700 as an additional COM unit for ATIS, AWOS, etc. for most of the flights since buying the plane in late Feb with no 'loss of integrity' message observed. The seller said he had the MAC 1700 'redone' two years ago but not sure what that means. The seller always flew IFR and owned the plane 28 years, hangered, with no apparent issues - he has been an open book for me. So, I do have a high trust in his experiences he relates to me. I will 'shut down' the MAC next time I fly through the same areas late this week/weekend and check it out. I will check ant distance though I suspect they are good with Garmin just above cockpit, VOR on tail fin, and comms on either side of Garmin but maybe four feet??? The seller added the Garmin in 2005, and it was a new mount area. Good idea on the NOTAMs. the areas, last two flights, are near the Camp David MD restricted areas...was my first thought (former military pilot here). I removed the cowl access panel just above the instruments this morning to check for any moisture or general 'cabling' issues. Everything was dry and no brittleness detected on wiring harnesses. I was also checking to learn the best way to remove and reseat the Garmin connections. Any advice on that would be appreciated. My suggested order of system checks: 1. Check flight with MAC 1700 off in the same vicinity of known integrity message issues. Cycle it on and off with VOR freqs used before. 2. Reseat connections on Garmin unit first - I assume the ant is a pain to reseat as connection is accessed by removing ceiling panels????

New to Mooney ownership here. Have flown about 25 hours the past month to get current and the last two flights began to get a 'loss of integrity' message on the Garmin 430. The message is intermittent and came on approximately 5-7 times over two two hour flights (one was IPC). The system returned to normal each time. General flying location was in the Maryland area in a triangle bounded by Hagerstown, MD, Gaithersburg, MD, and York, PA. No issues observed on unit startup. I am using a homemade Stratux ADS-B In while flying. I see very little information on the web regarding this and no 'troubleshooting' in the original Garmin 430 manual that came with the AC. No other known EMI generated on the AC. Mobile phone is turned off. iPad mini is on for ADS-B in and Foreflight - no SIM card. Thanks.