Marc_B

I have the Whelen shark fin led and it’s noticeably brighter but not distractingly so.

While I was reading the webpage I had this echoing in my head. Shag seats and roof have to be great sound dampening! ...can you say "Low drag, High shag!"

From what I understand there is logic in the controllers (Asymmetric Logic Control) that activates brakes together and prevents asymmetric deployment. So circuitry is checked and verified.

@Jay Aranha any update to the baffle seal replacement?

What the heck does it mean when even Mooney is saying something is "Non-Procurable"!?!? is this a super special type of unobtanium? And if it was non-procurable back in the 1980's when the factory was alive...hmmm.

Just went though this myself. For later models the standard Mooney rudder trim attached to the bellcranks in a way that does not interfere with the Garmin GFC500 yaw damper. However there were models in the mid bodies that had YD/rudder trim modules (such as the S-Tec) that must be removed if you are using GFC500 YD. I believe if you have the split rocker switch rudder trim, then you are fine to add GFC500 YD. And, yes, in that case you will have a motor that controls the rudder trim (item #1 below, believe made by Globe Motors) and a Garmin GSA28 "smart" servo that controls yaw damper.

https://mooneyspace.com/topic/40939-ifr-training-questions-and-advice/ Good suggestions here.

To decide what this is and if it applies to you... Summary: The FAA is adopting a new airworthiness directive (AD) for certain Continental Aerospace Technologies, Inc. (Continental) GTSIO-520, IO-470, IO-520, IO-550, IOF-550, LIO-470, LIO-520, LTSIO-520, O-470, TSIO-470, TSIO-520, TSIO-550, TSIOF-550, and TSIOL-550 model reciprocating engines with a certain Superior Air Parts, Inc. (SAP) cylinder assembly or intake valve installed. The affected cylinder assemblies and intake valves are installed as a replacement part under parts manufacturer approval (PMA) on certain affected Continental engines. This AD was prompted by three intake valve failures on reciprocating engines that resulted in engine damage and emergency landing or aborted takeoff. This AD requires replacement of the affected engine intake valve. The FAA is issuing this AD to address the unsafe condition on these products.

Yes, I’m aware of Savvy flight profile and a subscriber. The inflight mag checks were lean and ~30 sec., except for the most recent the right was short due to running rough and chugging down and didn’t want to just let it flame out. It looks like I switched while it was still climbing but that’s cause it ran rough until all egts were dropping. But it was close to 25sec or so. The ground checks were a ground run up prior to a flight that I scrubbed as i’m still having issues despite changing plugs. still I’m curious what your typical mag checks in flight look like. Why are left mag top plugs on left flat vs rising? Went from bottom plugs 2/4/6 to maybe cylinder 5/6 top on right mag with new plugs. But it’s never been an entire mags worth. yes, wires will be tested and mags will be sent off for IRAN.

Working on some ignition/plug issues and curious to see if y’all might post up your graphs for in flight mag checks and what engine/mags you have. Trying to get a feel for what normal looks like…and to share how specific issues appear. TSIO360SB2, Slick 6324, massives initially, now with Tempest fine wires Here is mag check from previous annual: Here is the latest in flight mag check: Plugs were getting worn and tired; decided to replace with a set of Tempest Fine Wires thinking this was more of a plug issue and here's my ground mag check:

and if it turns out to be this, Don Maxwell can service the VRs unless it's labeled IAI (International Avionics Inc.); I think Consolidated Aircraft Supply can also service them. (edit: if it's labeled IAI, then send it off to International Avionics, Inc in Texas and they can service.)

If you have an engine monitor you can download the data and see what your voltages have been running. Might be easier to see what's been happening after the fact with some recent flight data.

To circle back around… the fuse for the start relay in the M20K Encore is in engine compartment under top cowl by firewall on left. WAY easier to access than buried behind the copilot side panel. Replaced the fuse and voila the start power indication on annunciator lights up with starter. I really like easy victories. Too bad those aren’t the most common!!

Don’t you mean “from great to blows”??

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.