Marc_B

M20K Encore...M20K 252 was so good they had to release it again with enhancements!

I’ve got a call to Dan at Lasar. I checked a few years ago and no go. But with more stock of other lenses, thought I’d circle back around. Does anyone know if the multifunction kens for an Encore is available anywhere? 880089-003. My guess is way fewer aircraft with this lens means less likely to find one. it’s a combo lens with indicators for flaps, cowl flaps, rudder trim and pitch trim. EDIT: s/w Dan and Mooney has a note by this part number (880089-003) that states no longer available per vendor. So no go on the Encore multifunction lens. I reached out to a few plastic vendors and could probably get one made if I had a drawing/dimensions/specs. Mine isn't bad enough at this point to hassle.

FYI if you need it: I've dealt with International Avionics Inc with annunciator modification and with my IAI voltage regulators. 855-417-2820 based out of Addison but ground locked so they only have capability to do workshop/bench testing, not field testing. The contact person for VR/Annunciator work is Kenneth Snowden. I do believe there is a way to bench calibrate the annunciators and voltage regulators that you may not be able to do in the field. But both are basic circuitry from the 70's that can be repaired and overhauled. https://www.internationalavionics.com/

I think the issue you're seeing is that there aren't lots of new aircraft produced (drive for "upgrade"), and not lots of "new off the line aircraft" owners in this segment of the market. It's not like you see people selling their J to upgrade to an Ovation Ultra or Acclaim Ultra off the line. So the aircraft that come on the market are more and more people getting out of the market (i.e. lost medical, just don't fly anymore, primary pilot deceased and friend/estate selling). It seems that even with well maintained aircraft there is a lag between A.) I no longer fly much and B.) I'm ready to sell. Not to mention the cost of basic quality maintenance and upgrade is WAY higher than it once was. It seems like the "best case" is the involved/active pilot that is selling to move up (or down) to a more appropriate aircraft for them (i.e. turboprob, backcountry plane, jet share, etc.)...that's a case where you are probably likely to see well maintained equipment for sale. Unfortunately this doesn't happen as frequently. For what it's worth, lots of Mooney pilots I know who fly regularly have well maintained aircraft...and no desire to sell (except one who's been saying that for a long time )

Good time to stop by Joe's and Jack Stack for some good BBQ!! (who needs an excuse for that?!?!)

At annual this year, my MSC installed 670105 (bad pic in package) but it's a riveted clamp. It appears there are several superseded part numbers. If I check Continental's Illustrated Parts Catalog for the TSIO-360-SB2, it shows V-band clamp as 653337. However, the screen shot below is from Continental's supersedure page...and it looks like 670105 superseded 653337.

@jetdriven pics?

Plane power has a troubleshooting guide. Always seems the best step is to see what the voltage is at each step of the way with a DMM. Corroded terminals, frayed ground wires, disconnected field wire, bad field switch, until you know the issue it’s hard to know what to replace. https://planepower.aero/wp-content/uploads/2018/02/Troubleshooting-Single-Engine-Externally-Regulated-Alternators.pdf When low voltage is detected internally or when low current is detected the annunciator channel flashes , and when overvoltage tripped is detected the annunciator channel illuminates steady. Even the annunciator could be an issue if all the voltages are checked and normal. How much load should the AC pull and did you check to see if this is within spec or not?

I think there is a riveted V-band that’s applicable to TSIO-360’s. The con is that it has retorque limits. The pro is that it’s not 500hr life limited and has no 6month inspection requirements. These days it seems that the “new” equivalent will be “just around the corner” for an indefinite period. I spoke with GAMI at Osh last year and they already had prototype and we’re waiting on FAA to start production.

In the Encore, the indicators for pitch trim, rudder trim, cowl flap, and flaps are there. When I took off the face plate to clean up the multifunction lens there was plenty of space behind. You might dig through the IPC to see if you can find an assembly picture for it. I wouldn’t be surprised if you could make a tray for that area if the O2D2 fit width wise. Probably a good spot for it…visible, but out of the way. And you could back feed a USB power cord for it to keep it clean. As @LANCECASPER mentioned, GSXRPILOT ran his O2 supply tubing back through there and behind the avionics panel over to the pilot side wall where it poked out of the sidewall to plug into the Scott connector in front of the arm rest.

I'll probably replace my seal in the next year or so and somewhat inclined to use Geebees seal. But I've not seen any reports/pictures of his seals on a Mooney. @Z W post up when you have it installed with details. Sounds like he also has a rev II that has a larger/thinner bulb on the P that fits uneven spaces more easily. Same to you @wombat, whatever you go with let us all know the details!

Curious…What seal did you decide on?? Be sure and post pics.

I've been following this on B.T. as well. Gonna update the software this week and see how that improves things. I always thought my legacy GTN had better reception than my GTN Xi...I previously went from 57dB down to 5dB. But I noticed that sometimes Center could hear me, but I couldn't hear them unless I broke squelch. Supposedly the radio on the Xi is actually better than the legacy once it's working properly. As mentioned, a few folks on BT used Carrier Squelch (-25) and Rx Squelch 0. Probably makes sense to update any pertinent old threads (such as this) in case someone is searching for an answer and just stumbles on an old thread. Seems like this is a pretty significant impact I'd say.

I've stopped using Duracell for this reason. I've had more leaks with Duracell then other main brands. Also I always replace batteries at annual regardless of their condition...figured it I do this for smoke alarms, why would I do less for my safety equipment that I use all the time. I think that the recommendation for alkaline vs lithium has to do with the voltage sense of the O2D2. Lithium batteries maintain their voltage almost to the end of charge life, whereas the alkaline batteries reduce their voltage output throughout their performance. The O2D2 has a battery alert/monitor that I'm presuming is based on voltage sense which is likely calibrated to typical voltage drop curve of alkaline AA batteries. Surprisingly, my Bose A20 headset also says not to use lithium batteries...but the only thing on this end that I could find is that Bose mentions that a "fully charged lithium battery may overload headset."

It sounds like the OP may not even need to do this. With the oxysaver cannulas, he may be able to go to having refills at annual each year or maybe once in between annual. To me that doesn't justify the cost of a refilling cascade and one more thing to keep up with. @Max Clark Fly a year with the oxysaver and see what your use is first before loading up on gear. edit: (for comparison, I can get a fill locally for $60; at annual they charge $80). POH says don't go below 100PSI. To give a little leeway, and to make sure I don't have a trip where I need O2 but don't have it, I start thinking about it by 500PSI and refill before 300PSI or if I have a big trip(s) coming up. This will keep you with a pilot only 3 hr oxygen flow at 18,000 ft. AFMS for oxygen system attached if you don't have it. Oxygen_AFMS.pdf

@Max Clark This is what I started out with. SKU: 4110-704-3 https://www.aerox.com/4110-704-oxysaver-cannula-retrofit-kit-w-flow-meter-needle-valve/ I'd get at least 2 (pilot/co-pilot); or if you routinely fly with others needing oxygen, I'd get one for each oxygen connection in your aircraft. I think the pendent may be a little more "aesthetic" without the mustache reservoir?? Not sure I've ever seen data on size difference of the reservoirs... But for those interested, here's a medical article comparing oxygen saturation and flow rate for traditional cannula and reservoir cannula. In this study same saturations achieved with 0.5 LPM with mustache vs 1.8 LPM with standard cannula. Meaning, go with reservoir cannula of some flavor! https://pubmed.ncbi.nlm.nih.gov/3971765/

Depends on the size of your tank and the frequency of use. Basic option is to use Aerox oxysaver cannula. These are the mustache reservoir that helps conserve oxygen between breaths; pendant is same idea in a different package. It allows you to keep flow rate lower while the mustache reservoir is filling for "bigger" inhale of oxygen. I'd recommend the one where the needle flow valve is incorporated into the flow meter. You keep it in your lap and it's easier to see and adjust from in front of you rather than needle valve on the scott connector. If you fly in the levels and on oxygen regularly or fly with multiple pax on oxygen (or don't have somewhere locally to fill oxygen easily), then it makes sense to move to a pulse demand system. Either the Mountain High O2D2 or the Precise Flight X3 Demand conservator. Both have their pros and cons. Some Mooney pilots have difficultly with the onboard altitude compensating regulator "powering" the O2D2. I have the MH EDS O2D2-G2 and like it. But there's more cost in start up, batteries and more tubes, and different set of failure modes you have to consider. If you buy a system, I'd get at least a 2 place system. I'd rather get the O2D2 than the O2D1. You don't have to use #2, but when I have a pax/copilot I'd rather have it. I like the pulse demand as it dries my sinuses out less, lasts longer between fills, and I find the puff of oxygen reassuring. But I fly with others with the Precise Flight X3 and they like it as well and like that it doesn't need batteries. I think that the pulse demand systems really shine for those who fly frequently in the high teens/flight levels with a turbo. If you're using a face mask in the flight levels you'll go through a tank more quickly. But before you buy a $400-500 face mask with mic, make sure you have decided which system you're going with. The masks aren't interchangeable and Mountain High mask will not work with Precise flight. My personal advise...if you aren't sure what you want/need, get the oxysaver cannulas and get a better feel for your oxygen needs, how long your tanks last, etc. THEN find other pilots with the pulse demand systems and see what you think. A great idea is go to Oshkosh EAA Airventure and demo both and enjoy a 15-20% on site discount for whichever one you choose!

I always used WashWaxAll (purple for belly, blue everywhere else) but a friend recommended Buddha Belly for the belly. I have to say that Buddha Belly requires MUCH less elbow grease to clean off the aircraft. My impression was that PlanePerfect (wing wipe and buddha belly) make cleaning much easier, but they don't seem to have as much of a wax/residue...is this good or bad?? Does the wax in WashWaxAll "protect" the surface better??? No clue. Sometimes with the blue WashWaxAll I'd get a kinda wax/film/residue that I'd have to grab a clean dry microfiber to buff out, but bugs seem less "stuck on" with the WWA vs PP. I'm definitely a Buddha Belly convert...that stuff works well and is much easier to spray on and wipe off. But the best thing you can do either way is grab a big bag of cheap microfiber rags from Sams/Costco and just toss them when they are dirty/dropped on floor. Also best to keep your belly rag separate from top side rags!

@Max Clark BAS might have serviceable caps. https://baspartsales.com/search-results-page?q=shaw 531 At one point I thought that @OSUAV8TER sold caps, but I think that he only carries the o-rings now?

Here's a version of my packing list. A couple things I'd recommend: walk through all the vendor warehouses and around the major booths at some point; come with a list of anything you might need to purchase or update (Garmin/AOPA/Foreflight offer a discounts for renewal, Aircraft Spruce offers free shipping no matter the size of the order, Gallagher always has a booth with Whelen goods on sale, etc.); take the Warbird tram through the aircraft and plan to stay on for a bit to listen to the free ride commentary and education; bring lots of sunscreen and a camelback pack is best for on the go hydration (osh has tons of water stations to fill up); if you can stay though Wednesday night you can experience the awesome night show on Wed. Osh_packing_list.pdf

Fly in with the Mooney Caravan. Camp beside your aircraft. Spend at least 4+ days and take it all in. Flying in yourself and staying on the grounds will be a WAY different (WAY BETTER) experience than flying commercially and staying in a hotel.

plenty of info regarding Surefly available with search. Would suggest google search "Surefly site:mooneyspace.com" In general, I have read mostly good experiences with Surefly. Most benefit felt to be with single electronic "mag". Set timing that doesn't drift, ability to advance timing with low MP for normally aspirated engines, smoother LOP if you can fly LOP, easier starts due to immediate spark, 2400 hr TBO so no need for 500hr IRAN. Given you are paying equivalent cost for new mag you should time it ideally with needing to replace a mag or when you come up on IRAN time. Anecdotally I've read more difficulties with Electroair vs Surefly. I have a Surefly on my M20K and have about 200 hrs on it; fixed timing, smoother and deeper LOP, easy hot starts (but this wasn't that difficult before, but a little quicker/easier after), no complaints. Early Surefly had issues with too low of voltage spike set point/regulation which required capacitor addition. This was fixed by about revision C. Also early Surefly had longer reset time when you turned it off; so on mag checks at runup there would be a stumble or hesitation. This has been fixed with quicker restart time. My runups are very similar for both mag and surefly. Pax probably doesn't realize a difference.

Aren’t all the long bodies with larger engines still 49 PSI nose and 42 PSI main anyways? Are there any Mooneys that have something higher?

https://www.chinookmed.com/01374/home-vehicle-kit.html anyone looking for a decent small med kit should look at these. It has a tourniquet and quick clot, and is nicely packaged and pretty thorough for a basic kit. I keep one in the hat rack that I've augmented. Of course the things I've actually used from it are bandaids and Ibuprofen... I feel that everyone should know how to immediately perform CPR (compressions only now trained; no mouth contact), massive hemorrhage/tourniquet (with a prop swinging around us we should all know how to put on a tourniquet and have one), and take care of their basic boo-boos. Everything not attached to you would probably get lost in a fire or crash landing, but my reasoning is I can easily tell someone "go get the red bag from my hat rack" and they'll find it immediately. Otherwise similar to others. 2 quarts of oil, funnel, tire pressure gauge, leatherman multitool, compact ratcheting multi-bit screwdriver, gats, window cleaner, & clean microfiber cloth in ziplock. These are all in plastic tub so oil/window cleaner doesn't leak everywhere. Hat rack has med kit, extra headset and oxygen tubing for 3 seats in a small zipper pouch from Mountain High don't pull these out unless I need them loading up pax. Pilot oxygen tubing is in the pilot seat back pocket just in case wx or routing changes and I need O2. I also keep travel johns in flight bag as well as one in the pilot seat back pocket as well. On floor is folding towbar and chocks.

So I was flying formation and pulled the breaker for xpndr and ads-b. Subsequently I was having drop outs on next flight with Aera 760 and with my iPad and ForeFlight. I unpaired everything, restarted iPad, then went to Connext page and added back Aera and iPad. Made sure I clicked okay on GTN first then on iPad for pairing following @PT20J’s recommendation and all is well. Bottom line, for some reason if pairing is interrupted on GTN/FS510/GDL88 it seems to corrupt future pairing as well and requires “reset”. So if you have pairing issues, try resetting everything. But you have to remove everything on your avionics as well as other devices, Aera, iPad, etc first.