Marc_B

From what I understand, the original WAT recognition light bulb was a 25W halogen that used 2 amps at 14V. So for 28V system, Mooney used a 7.5 ohm resistor that at 2 amps resulted in a 15 V step down in voltage; this allowed the use of the same bulb for both 14V and 28V systems. The interesting part is that WAT has another bulb -01 that is a 28V, 25W halogen that draws 1 amp at 28V. I have a 28V system but IPC still has the 303-00 14V lamp and not the -01 28V.

@carusoam This was the part in the movie where the plot line thickened and the music got serious... ha ha ha

@kortopates What is your Cabin Pressure light for? Set for oxygen level requirement??

My start power indication isn't working (test button lights it so not a bulb) and I was looking over the Mooney wiring schematic and see that the Start Power wire on the annunciator (WD02D20) traces back to a fuse somewhere after the starter solenoid. Not sure where that fuse would be located (engine compartment)? I was going to take a look and try to track it down to check it...any chance any of you know where this fuse is located and what type of fuse it is?? Start power on annunciator à wire WD02D20 à clamp(shown below) pin 18 àWD02C20 à FUSE WD02B20 to starter solenoid WD01B20.

Funny that this month's AOPA Pilot mag "On Course" (Feb 2023) is about the troubles with an abbreviated preflight that didn't catch a leaking O-ring in the right brake caliper that failed leading to asymmetric braking/turning into a metal pole narrowly averting collision into fuel pump taxiing over to fuel up. ...good advice to address sooner rather than later!

Another data point: M20K, CiES, MVP-50 Note that the Savvy Y axes are not the same for both sides...Here's a steady flight with fairly linear fuel drops. But if you look at a flight with maneuvering, touch and goes, etc the readings are much more twitchy...also those flights are typically shorter so are more zoomed with less of a fuel used range. When I had the Cies senders installed, my shop actually had to open up the top access panel during install to bend the senders correctly to make sure they didn't bind up on sidewall support braces inside the tank. Was already scheduled for a fuel tank reseal several months later so not that big of a deal. I have 2 senders per tank. I have the Monroy aux tanks but unfortunately they do not have a sender. This is likely why Right main (BLACK LINE) is rock solid flat at top...the sender is "under water" and pinned at the top. Whereas the Left main (BLUE LINE) is a little more twitchy when the fuel selector is on the other tank as I've burned off enough fuel by then that this is reading level in the tank with some fluctuations with speed/attitude with altitude hold. But the tracings do show a fairly linear drop when that tank is being used. My main tank total capacity is 78.6 (39.3/side), plus aux 14.5gal/side. I've found that my readings "come alive" once fuel level indicated drops below 45 gal. This suggests that when calibrated, the shop let the fuel equilibrate with the aux tank so that it would allow data point above 39.3 gal without being pinned to the top skin. Still need to do some fuel testing on my own to see tank levels at each amount. I haven't quite got around to that.

Once the pads are worn enough the calipers protrude enough that the brake cylinders leak around the o-rings. Sounds like you may be due for a brake job and flush! That's what happened to me. I didn't notice any change in braking, but came out to see a small amount of fluid around the wheel coming off the cylinder.

FWIW. I had the parmetheus plus previously, and the G3 are noticeably brighter. Only downside is they draw a little more current. G3/plus are both cheaper than pro. No experience with the other brands. But haven’t been inclined to switch brands.

@rbp According to sales documentation: 0.12 - 0.16A at 14V. Half that at 28V? So what is that...1.7-2.2 watts?

It would be nice if Mooney had a way to say "hey everyone, we're making a batch run of X & Y, so get your orders in if you need or anticipate needing in the next year." I wonder if there would be enough orders to have a staging strategy to parts...you need to order and pay (to give capital up front), but have a list of what they intend to crank out in the next year and group the build orders. At least that might 1) give them volume/bulk, and 2) not have to focus on a single part at a time. This might also give MSCs a chance to "order a few extra" based on their typical demand during that period.

Seems like a lot of the educational content is more driven by Cessna 172's and targeted for intro pilots...but I found the BoldMethod videos helpful in general and those are Cirrus oriented. But I agree, flying yourself is WAY better...but sometimes when you're grounded you just need a fix! I'm still waiting for the BoldMethod parachute demonstration!! ha ha

MojoGrip is selling his Sling. 310 Pilot sold his 310. Malibu Flyer was selling his Malibu and then had a mishap (now in a Bonanza I think) 74 Gear is changing gears with the channel. Is this the changing of the YouTube guard, natural evolution of internet content, decrease in viewers/revenue, or just how GA typically goes...fly for a while and then hang up your wings? Maybe just been there, done that, moving on? Sure wish we'd next see great multi-camera well edited Mooney series!! I think the most Mooney video content I come across these days is from Chris Koppel @Fly_M20R (which I just subscribed to). I'd imagine that a great video clip takes WAY more time and effort than it seems...guess the audience for basic training videos, Cessna 172s and the like is much larger than for our Mooneys? I've been down for maintenance and living vicariously...if you're gonna internet fly...why not be internet flying a Mooney!!

1) not so much; but worthwhile to repeat at interval and scope the cylinders. 2) sure it may invite corrosion, but in a dry environment that may not be a huge issue if it's flown regularly outside of that down time 3) read up on LOP and avoiding the "red box" / "red fin". Proper engine temps and routine flight are the best way to care for your engine. 4) make sure compressions are done with a warm engine (standard practice) and perhaps start with the questionable cylinder compression first next time.

https://resources.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2013-07_compression-in-context.pdf https://resources.savvyaviation.com//wp-content/uploads/articles_aopa/AOPA_2017-05_borescope-ascendancy.pdf Best suggestion is fly it till next oil change and recheck compressions. Sometimes the rings rotate and compressions improve. At that time would be a good time to scope the cylinders and take a look at the valve faces. If signs of asymmetric burning on the valves, then lap the valve. If all looks well and compressions fine, then fly and don't worry about it. I've had a cylinder that compression dropped more than others and at next oil change was right back to baseline. It can be a somewhat inaccurate test of condition. Happy New Year!

@GaryP1007 more info on this main thread:

First basics would be learning how to keep the Mooney perfectly trimmed, followed by learning basic power settings for 1) basic level flight around 120-130 kts, 2&3) ILS/3 deg decent w/wo gear at approach speed, and 4) level gear down approach speed. You could easily just keep cowl flaps open for all of these. I have a M20K that has automatic wastegate, but seems like the most engine attention would be take off and go around... These first things should be accomplished before you even start doing approaches. Once you learn power and configuration settings, you have a better set up for focusing on the horizontal and lateral navigation. What navigation equipment are you using? How are you reviewing approach plates? ipad, yoke mount, paper? If you're feeling a little over tasked that's a good thing and means your instructor is working you. You just have to have a good instructor who won't let you get away with bad habits or start getting bad muscle memories. Also realize that getting your instrument rating is really actually learning to fly accurately, learn how to constantly cross check and rely on your instruments...it's a great hoop to jump through that gives you great experience. Perhaps realizing that it's more complicated in an aircraft that you intend to fly is a great way to say once you're comfortable, you may actually be proficient! Good luck and keep at it!!

My bet is it's baffle related. Been discussed multiple times in the past. Sawtooth EGT is perhaps valve problem, but sawtooth CHT is likely probe or baffle related.

@OSUAV8TER any clue why WAT didn't make these variable 14-28 volts like all of their taxi/landing lights?? Then just have to offer one to fit them all!

Ha! No, in an emergency do whatever it takes to save yourself and others. But just trialing breaking plastic/glass in a controlled setting, no reason not to protect those eyes!

@201er Watching the videos of a guy hammering away on a window and I had visions of Norm Abram from New Yankee Workshop saying "There is no more important rule than to wear these...safety glasses."

@redbaron1982 I'd suggest YOU start looking for a DPE. When I was doing my instrument training my instructor didn't have anything to do with setting up the DPE. Also at that time it was a 2 month lag, so as soon as I started getting an idea of when I might have the flights done by I scheduled the check ride...this also acted as an incentive to keep flying frequently so I would be done by that time. Since you already are a pilot, it may be easier to look outside the Houston area as well...I had a buddy who flew 2 hours to a neighboring state to do his instrument check ride due to scheduling. https://designee.faa.gov/#/designeeLocator

Looking good @PilotX! I'll have to fly with you sometime and compare the G3X to the G500. Certainly fills that huge bravo panel better with the big screen TV! Marc.

Well, sounds like for experimental Garmin released a software update (G3X v9.12, et al.), had issues with AP disconnects and erroneous servo hardware faults with ESP activation, and now released a new version (G3X v9.13, et al.) yesterday. Not sure the process of how software updates get rolled out through the FAA for the certified world. Is this a pretty standard process, or since it's a fix does that make it more involved? Out of curiosity, does anyone know what this process typically looks like (i.e. it is just specific paperwork submitted, actual flight conditions performed, etc.)? On the bright side of the certified world, I guess we have plenty of experimental test pilots to sort out the bugs while we wait!

http://themooneyflyer.com/Excel/AircraftStatusSheet.xlsx https://themooneyflyer.com/pdf/ACstatusINSTRUCT.pdf I use a modified version from the Mooney Flyer. Great list of most stuff with hrs and days to next. Also has color coded boxes to help see something coming up.