Marc_B

Detail paint brush and repaint it? Or is it too worn down from use? …found several you tube videos on painting raised lettering regarding prep and paint.

I’d have to go look at my switch. For some reason I was thinking these were engraved aluminum…could you just refill lettering with white paint using a thin paint brush? Or maybe talk to an avionics shop about screen printing letters? Are you referring to -TR IM- on the left and right top face of switch? Edit…or rather the trim up and trim down that look like they protrude from plate and could just be repainted as well??

I just signed up with SavvyAnalysisPro to help distill some knowledge from the 1s & 0s in my monitor. I'm also working with Paul @kortopates. (Thanks for the help!) Figured this would be a great way to see what information can be pulled from the monitor and see how to leverage it for baseline or troubleshooting. I was kinda surprised at what all you can pull from the engine monitor and how Savvy was looking at it: max MAP, max RPM, max FF, EGTs, CHTs, TITs; but also some things I wasn't thinking about like voltage, oil pressures, etc. How do you know if you're getting full power...well it's probably in there. How do you know if your ignition system is humming...in there too. I'm interested to see examples of what to look for and tell-tale signs that you need to look further or address something. Also would be hugely educational to see the troubleshooting process looking at plugs vs wires vs mags...alternator vs voltage regulator vs battery... curious how you dissect some of these things electronically... Marc.

@Oscar Avalle for some reason it says "We could not locate the item you are trying to view" when I try to click that link.

I've been trying to learn more about engine monitor data, lean tests, mag checks, etc. trying to get a feel for my engine and establish a baseline. Wondering if there is a thread or a resource that has normal vs abnormal and what the problem was... i.e. example of faulty mag vs faulty plug, example of failing exhaust valve and what clues in to problems ahead, good GAMI lean vs poor, etc. I tried a search but found several threads that were old and pics were scrubbed. I'm also curious to see what different ranges in EGTs and CHTs are between cylinders are normal. Anyone have some good learning examples or know of a good primer for this?

I'd personally love a Mooney Master Class...I know they offer a few courses like MooneyMax and MAPA PPP or work with a great transition instructor. I've learned a TON on Mooneyspace but something curated by the factory with an audience for the owner/operator would be great. For Mooney to make sure they get the reimbursement for their time they could easily sell a log in subscription for videos similar to what King Schools does. Modules on airframe, lubrication, engine ops, PPI, annuals, factory tours/how a Mooney is born... Sounds like a lot of up front work...I'd imagine the videos would all be pretty timeless though and many modules applicable across the line.

@Jonny PN: 560244-501. Main landing gear retract tube for M20K (sn 25-2008). Not sure if this part has been superseded by another PN, but I think it's correct. I need 2. Thanks for checking!!! Marc.

@Jonny any chance you can check on the status of MLG retract tubes (for 97 M20K Encore) on order since Jan/Feb? I've emailed with Frank Crawford and spoken with my local MSC (Arapahoe Aero) for the order and initially was told 12-14 wks but "likely much sooner than this." Feel free to DM me if you have any information. Thanks! Marc.

I've always heard shock life span 5-7 yrs for long bodies, and 12-15 yrs for short/mid bodies. What is everyone typically getting for life cycle from new to out of spec in the real world?

Well, heck if an M20E descends at 6kfpm, I should start trying that in my K! Ha ha ha.

@gevertex just google search/mooneyspace search colorado prebuy...you'll find several suggestions. you just may have to wait as some are quite backlogged. Good luck!

The two places in the POH where tire pressure is mentioned are in Section 1 General - descriptive data and in the exterior placards in Section 2 Limitations - fuselage exterior.

@donkaye ah, ok. Thanks for the info! I went flying with @gsxrpilot and I believe he has the P2 aviation advisory system that sounds like Sam Elliott telling you "The gear is down" and it made me remember that I saw something about importing WAV files from a USB jump drive in the MVP50 owners manual. Must just be applicable for experimental installs. I was thinking that there are a few instances that it might make sense for a simple call out...High TIT/EGT, High CHT, gear down confirmation / gear up alert (at low MP/airspeed)... Not a big deal, just re-reading my manuals and trying to actually understand it this time!

If you have a MVP50 engine monitor have you set up any custom wav file alerts? i.e. for gear warning or gear check, airspeed alerts, etc? If so what did you set up and what files did you use? personally recorded?

@Vance Harral northern co is a long shot lately...and the politics of hangars pretty much everywhere around here seem really ridiculous and overbearing. I saw that your post was 2019, but trying to be patiently optimistic! Marc.

@Vance Harral Know of any openings? message me if you hear of anything available. I'm at Greeley, CO (KGXY), just moved from a sliding door, dirt floor (I added outdoor carpet over this) with cement pad T-hangar $215/mo (limited snow removal) to an electric door asphalt floor group 6pack T hangar (no inner walls) with snow removal for $235/mo. Both have electric but unheated.

I've heard similar and expecting July for my update (order placed Dec). Just wondering when OP placed his order...

@Little Dipper How long ago did you place order? Curious what the backlog for the GTNs are running lately.

I’ve always heard that vertical compasses are really only smooth for a year or two. Then the gears collect dust and grime accumulates over time resulting in sticking. Visually easier to use but more problematic in the long run.

Wig wag stock halogen recog lights sounding more and more appealing!

What's the temperature difference between a halogen recog vs HID? big enough difference to not melt a lens if powered on the ground?

Got it. So WAT does not currently make a recog light that would fit in Mooney application...that's what the issue is. So the wait is for WAT to make an LED recog light similar to what they produce now, but in a size to be installed in the current location. Unfortunately this is a very limited application build that would not be applicable to any airframe outside of what they sell to Mooney pilots. Hence the home construction of a similar reflective lens that holds a basic LED bulb as a work around. I think my light finally turned on! ha ha ha I'm surprised there isn't more standardization between the big players to utilize the economy of scale. i.e. you see PAR36 and PAR46...you don't see individual variations of Mooneys with PAR36.8 and Cessna with PAR43.2. I incorrectly thought that there would be some degree of standarization with Recogs not from a sense of a standard but from a sense of economy of scale. I guess this is in large part as the recog lights aren't a standardized part as mentioned above... Thanks for the great info!

@OSUAV8TER if that's the case, wouldn't this be the same as purchasing one of their current recog lights and having a mechanic install and sign off? i.e. WAT 71898 series? https://flywat.com/collections/led-aircraft-landing-taxi-lights/products/7189800 And if WAT isn't waiting for a TSO/PMA then what's taking so long to offer existing lights with mounting for Mooney that has a disclaimer non-TSO/non-PMA? i.e. what they've done for their model 7112510? and if its that simple, what are so many Mooney pilots (me included) waiting for from WAT???

...or is that the issue...none of the WAT recog lights have TSO or PMA approval? So if they were on your aircraft when it was certified they're good to go by default but if you were selling aftermarket change you'd have to either go PMA or TSO approval, STC if a major alteration, or stock? "In the most basic terms, a PMA holder is providing a part by demonstrating to the FAA that the part he is producing is equal to or better than the original (OEM) part it replaces. In contrast, a TSO produced part must only meet minimum prescribed F.A.A. mandated standards or requirements." Is there a TSO for recog lights? Looks like TSO-30c (aircraft position lights) and TSO-96a (anti-collision lights). Would recog lights be considered part of either of these? TSO_C30c.pdf TSO_C96a.pdf

@OSUAV8TER Is this a different process for Whelen from just using a TSO part exchanged for a TSO part? I'm not quite sure I understand the difference between what would be considered a minor alteration and what would drive the need for use of an STC...i.e. if the lights above are already in use and have a TSO for recognition lights, what extra work would be needed on WAT's part to allow use on a Mooney? I thought TSO applies to a part and STC applies to its use on a particular aircraft? But WAT has STC for use of Orion wingtip and tail lights only on M20B, C, D, E, F, G...but you still see this in use with later models as they are minor alteration with TSO'd part...right? Totally confused regarding why this is a long and drawn out process since WAT currently has several LED recog lights that could work...(at least it looks like they do?) What am I misunderstanding? Would a change of the recog lights REQUIRE an STC?? Marc.