FADEC

@KASE I removed my entire KFC200 system and have all the parts at the house if you need stuff to hang test ETC let me know Andy

Picked up my airplane a few weeks ago after getting a GFC install with electric pitch trim and yaw dampener. Absolutely love the GFC 500 great autopilot, but I'm not sure if the yaw dampener is working correctly. I know it not suppose to be a sub for yaw trim but here is how I am using it and how its responding hoping that some with with the GFC 500 with yaw dampener can let me know if this is correct behavior. On climb out I place the aircraft in trim and engage the yaw dampener, if I relax pressure on the peddles the airplane will go back out of trim. I can feel the peddles making rapid small inputs against my feet. I normally turn it back off put the aircraft back in trim and leave it off. Once established in cruise and everything is trimmed and leaned out with the aircraft in trip I reengage the yaw dampener and relax pressure. The plane tends to settle 1/4 ball out of trim and again I can feel rapid small inputs against my feet. After a period of time it feels like the plane starts to very subtlety hunt in the yaw axis. I'm assuming that it is not operating correctly, the ride with the yaw dampener seems to be measurably worse with the yaw dampener engaged. From reading posts on here about the GFC500 yaw dampener seems like the behavior I am getting is not correct. Any feedback would be welcomed. Andy

I had the same issue with my EDM900 it was a loose ground wire. Andy

Thank! Its frustrating that its so hit and miss. Andy

I am going to assume that diode is inside the annunciation panel, is that something that should be fixable by an standard avionics shop, or someplace more specialized. Thanks for the reply and info. Andy

I am intermittently have the same issue all of the lights illuminate on the annunciator panel but only when the gear are down, then the gear are up all lights are out and the test switch works as advertised. It’s a very intermittent issue and is proving hard to troubleshoot. Andy

So few months in to ownership and yet another dilemma. Currently my plane is parked on the ramp, I am on a list for a hanger but I probably have a better chance of winning the lottery then getting a hanger anytime soon. My question is ramp fuel load, I have read and been told the best ramp fuel load for the health of the tanks is full. However on the last (and first) trip with the wife, kid, dog, and bags I departed with 45 gallons. As I run weight a balance scenarios I can't see needing to be to much above that. So do I keep the Airplane full when on the ramp then just plan a fuel burn flight a day or two prior? How long can I let it sit on the ramp at 45 gallons before I need to worry about sealant drying out? Andy

@ArtVandelay I think the Mooney part number is the switch part number I listed. But I’m very new at this and probably wrong. That switch is for the electric trim with the KFC200 AP system. I bought a switch from @Aerodon, hope it works looks a little different. The mechanic at my field said getting it to fit on the bus bar will be the problem. @A64Pilot if the switch I have coming doesn’t work I’ll see if my mechanic will give that a try. andy

@Fly Boomer that one is sold out, I have called a bunch of salvage yards after reading your post they will be getting back to me in the next couple of days. @201Mooniac thanks for looking appreciate it! Andy

@ArtVandelay Don’t think that will work, thing the last number is the amperage. Think -3 is 3 amps and the -5 is 5 amps.

Thanks @N201MKTurbo ! @Aerodon if you have one that would be great!

Looking for Mooney Part # 930023-009 the panel mounted Electric Trim Switch for a 1978 J. The Klixon part number is 20TC2-BG-5. I am open to an alternate solution as well. Thanks Andy

Figured I would post an update. The “wrong” serial number was actually the serial number of the engine the plane was born with. It was removed in 2010 for a factory reman ( the serial number currently on the plane). So mistake makes 100% sense now, I closed on the plane on Monday got my insurance required training complete she is now sitting up in the upstate of South Carolina with me. Andy

Please add me to the list as well, have 4 old style broken vents!

All, Thanks for the input and feedback. Yes there is additional paperwork for O/H components, Counterweights, Idler Gear, Gear, Crankshaft, connecting rods, crankcase, some items do list their individual SN but nothing mentions the engine SN. Unfortunately the airframe logbook does mention the reinstallation of engine but no SN is present. I 100% believe that this is just a admin error, I'm not trying to find leverage over the seller, or make mountains out of mole hills. Engine hours have a direct effect on the A/C value, and the bank does care about that. My hope was that someone would have recognized their engine SN then the shop the A/C is at could in good faith correct the logbook with a detailed entry etc. I am committed to this airplane the seller is a stand up gentleman and has been a pleasure to work with, was looking for an out of the box solution to a paperwork problem. Andy

From what the shop said, the removal, Overhaul and reinstall write up has the wrong SN, so they would consider that work null and void. Andy

Yes SN on the engine data plate match the SN of the first Engine Logbook, and the first entry of the 2nd engine logbook.

Montreal, The shop did call Lycoming direct. That’s when the shop was told that SN is actually a IO-360-A36D, even thought the initial search come up empty. Andy

Hi everyone, I am looking for some help on a small administrative issue that has been encountered with buying my first airplane. If anyone has the following Serial number (L-19209-51A) IO-360-A3B6D installed in their M20J, could you reach out to me? Here is the issue during the pre-buy, it was noticed that the most recent engine logbook’s cover page has the wrong engine Serial number (L-19209-51A) listed. There are only two entries listed in this logbook, the first is dated 9-5-2020 and has the correct installed serial number RL-3967-51E, the second and last entry which is a field overhaul has the incorrect serial number. The shop where the airplane is currently at has reached out to Lycoming and verified that both Serial Numbers belong to IO-360-A3B6D engines. Unfortunately, the A&P / IA who made both entries passed away. The current shop is trying to find a way to prove that the entry was made in error before crossing threw the incorrect SN and writing the correct SN. Thanks for the help. Andy

It was in town, back in 2011ish!

I spent some time stranded I St. George Utah. The Bear Paw cafe has been the best breakfast I have ever had!

@T. Peterson CH/MH-47 guy! I love the 47 best helicopter ever you can take that thing anywhere! Sure its baby brother is just as capable!

@wombat I am from Washington as well, grew up in the Tri-Cites, then spend about 10 years stationed at JBLM, and lived in Yelm! Thanks for the answers, the cover sounds like a solid yes. While flying IFR/IMC in the helicopter higher tends to lead to a better ride, I fly part 135 and due to the single engine climb requirement I can't get above 8,000k but there are times I wish I could get just a little bit higher, the min IFR alt from the upstate to the Nashville area in 10k (If you go direct).

@toto Yes in a way I have. My logic is and please correct me if I'm wrong is the following. If I get a F or J that has a turbo it does not raise the price that much, and if I choose not to use it has little effect on the hourly cost to operate the airplane. While if I get a K the turbo is always there and always adding to the hourly operation cost. I have operated at some pretty high altitudes MSL wise but it was always with in a few 1000 feet agl. I won't even toss the wife or kid under the buss, I'm not sure if I'm okay with flying on O2. I admit this stance is from ignorance, but with a F or J that has a turbo I get over it great I can use it, if I don't then no skin off my back. But if I get the K on the hopes I will be okay up high and I'm not then I'm paying for a capability that is not adding value.

Hi all, Long time anonymous stalker first time poster. I have decided to make the jump in to airplane ownership and have settled in on Mooney’s. From reading previous posts I know I need to provide some basic information to get helpful and meaningful advice /mentorship so here it goes. About Me I am in the upstate of South Carolina and a helicopter guy by trade I have over 5k hours with a commercial / instrument ticket, I also have the old single engine land private with about 110 hours, 10 of those hours were flown in the last year, the other 100 where about 20 years ago. I fully plan to get my FW instrument add-on using my new plane hopefully with the same CFI I get my Moony training from. My family consist of my airplane supportive wife of nearly 24 years, 7-year-old son. We also have a 22-year-old son in the service who is married and blessed us with a new granddaughter. Required Mission. The plan will have two primary missions, and one fun mission 1.) Flying the wife and the youngest see the in-laws. That is a 200nm trip, and in all honesty, there will be some trips where I drop them off and fly back home and pick them up a few days’ latter. 2.) Flying to wife and the youngest to go see the oldest and his family. Currently that is a 260nm trip with where he is currently stationed. When the future move happens, I would plan could continue to use the plane up to 1000NM max. That range cover most places he could end up out to Texas / and Colorado. 3.) The fun mission will be just my youngest and I exploring the east coast and watching baseball at some different parks. For the missions above, I have settled in on M20F or the M20J. I did consider a M20K but I’m not confident that I will be able to stray far enough away from my helicopter roots to be flying above 12,000 feet. (Unless IMC I have a FIRM 1 scream rule in helicopters). I plan on using the airplane around 10 hours a month expecting to lose 2 months to the annual / maintenance so around 100 hours a year. I do have an additional 5 hours for the first 6 months to comfortable with the airplane and work on the instrument add-on. First Questions. 1.) The airport I will keep my plane at currently has all of its hangers occupied, and has a 6 year wait list. My initial plan would be to keep it outside tiedown. a. I worry that if I find a hanger that is farther away, it will reduce the amount the plane is used. b. I would buy a cover for the plane while it sits on the ramp (recommendations) or would a cover do more damage in the long run? 2.) From reading on here I have drawn the conclusion that getting a plane with a Ray Jay turbo normalizer would be a possibility. It would aid in climbing above 5,000 feet and if I ever get over my fear of heights, I mean helicopter roots it would allow me to fly in the mid-teens to low FL’s. a. If the Ray Jay break or has issues, can it just be labeled inop and not used, or does a inop Ray Jay render the airplane unairworthy. b. If I just stare and the nob for the first year and never touch it would that be bad for the system? c. How hard is it to learn how to use it, correctly? d. If use it incorrectly will it cause instant damage to the engine? 3.) With Mooney no longer in business, is there a concern of parts breaking or wearing out that will be unreplaceable? 4.) I have never been in or sat in a Mooney, in fact the only GA airplanes I have ever been in are 172’s. Should that be step 1 in my process. To ensure my first post isn’t mistaken as a manifesto I’ll stop my questions there. I will say that from this forum seem like the Mooney community is absolutely fantastic! Andy