Greg Ellis

The way you have it is what I am wanting to do. Thanks for sending the photo. Is that the 930 or the 900? The JPI website says that the blue EGT numbers next to the CHT are not visible in vertical mode, only horizontal. They give the big number at the bottom. But it looks like on yours they are visible above the green CHT numbers.

Thanks. I will check the JPI website. Never thought of that.

Thank you for the info. I appreciate it. This is what I was concerned about. I have the room to leave it where it is but thought while the panel is open for the autopilot might as well tweak things to perfection.

I currently have my JPI 900 installed horizontally. When I put in the GFC 500 I have to do some reshuffling. I was wondering for those that have the JPI installed vertically, is there much of a difference in the presentation of the data on the screen? Are things smaller, more tightly cramped or is this not really an issue? I am thinking of moving it from the right side panel to the pilot side panel and turning it vertically basically next to the altimeter. I am just not sure of the look of it vertically compared to horizontal. I can always leave it but I think it would be cleaner if moved over. Thanks for the advice.

About 15 years ago or so, I was afforded the opportunity to purchase an airplane. I had no clue what I wanted. I only had about 70 hours or so (which included the 40 hours of flight school) and most were in 172’s, a little time in a 182, and a little time in a Cherokee. My wife was against anything with fixed gear. She hates the way they look. And she really did not like the high wing look either. Struggling to figure out what I wanted, I happened to have a conversation with a fellow dentist, @KLRDMD, who at the time also owned a Mooney. As someone whom I respect, he directed me towards the Mooney. I was hooked after I flew the first one. I purchased my C model soon after that and still enjoy that same airplane today. I have also flown it around the country although have not had the pleasure of taking it to the western Coast.

Post back how it goes for you.

If the Marvel Mystery oil was successful I think it would be a preferred method over using the flammable solvent mixture listed on the Savvy Oil flush on the file posted. I am not sure I like the idea of using such a flammable mixture and then trying to dispose of it afterwards. The warnings of not allowing it into the exhaust are kind of scary to me as well. MMO is quite safe as it is used as both an oil and fuel additive, but is it just as effective as the Varsol/Xylene/Oil combo?

According to this chronology, Mooney Model Chronology (mooneyevents.com), 1965 was the first year where the PC was listed as an installed item. The serial number that began this year is listed as 2807.

Like what has been stated, I would run through the troubleshooting process but I had this happen to me. The regulator had to be replaced. The replacement is rock solid at 14 Volts. And as has been stated, they are adjustable. I adjusted the old one when it was flaky and it would stay at the proper Voltage for about 1 flight and then start creeping up. Replaced it with a new regulator and everything went back to normal.

The obvious thing that you will hear form this forum is to post as many pictures as you can along the way and of course the final. We love photos!!!!

I am working my way through a case of Champion filters. On the filter itself it says to use DC4 and if that is unavailable to use engine oil, so I have been using engine oil. I have heard good things about the tempest filters so I may switch when done with my current supply of Champions.

It may be a little steep. Just for reference, I have recently installed a GNC 355. It was $8640.88 including labor. I am currently in line to have a GFC500 as well as a G5 attitude indicator to drive the autopilot. I have been quoted $3638.46 for the G5 which includes labor and $12010.34 for the GFC 500 (3 axis including trim) that does not include labor, I don't believe. So for something comparable to what you are doing I have spent so far around $24,000 and change. That does not include labor for the autopilot but I seriously don't think it would be $20,000 in labor to install the autopilot (at least I hope not). So maybe this helps you with a reference.... This is all US dollars.

Keep us informed of how it goes. I put my money down for one for my 1963 C model 4 months ago. Come to find out Mooney had different variations to the push/pull tubes in the old Mooneys that Garmin had to go back and re-investigate. I was told recently by Garmin that they have since solved the issue and approved a new fix to the problem but I have not heard back from my installer yet. They are a big Garmin installer and he is on the phone with Garmin usually daily. So keep us informed of how things go with you.

You could also send a note to Jimmy Garrison and Gmaxamericanaircraft.com and tell them what you are looking for. They may be able to keep an eye out for what you are looking for.

On another thread in MooneySpace, someone had mentioned this place for Garmin 430 repairs. I don't know anything about the place however, just passing along information. GNS 430 [Garmin GNS 430] - $135.50 : PalmDR.com, PDA Repair Done Right!

Here's a place where you can get started on your quest for the perfectly balanced engine. General Aviation Modifications, Inc. (gami.com)

I am not sure if this is your issue. Being from Texas, I rarely have to start below 40 and if is below 40 I usually don't feel like going to the airport. However, 100LL does not vaporize well at very cold temps. The reason you wait 30 seconds is for the fuel to vaporize so it will burn. Your 30 seconds may not be enough in the extreme cold you are dealing with. Warming the engine first will help. It will also help to get the oil moving quickly. Each time you crank it over with that cold of an engine you are just losing longevity on your engine. Metal is scraping on metal with no oil barrier because the oil can't get moving quick enough to coat the parts because it is basically syrup. So, I would suggest to try your best to get the engine heated prior to starting. Just my $.02 (USD not Canadian)

As I mentioned earlier in this thread, there was an issue with the early C model Mooneys (like my 1963 C model) with the configuration of the push/pull tubes and the GFC 500 autopilot. I emailed Garmin and asked for an update. I received a response yesterday that Garmin has revised the STC in November and that should cover the earlier C model Mooneys so hopefully I can move forward with my install. Looking forward to it. I post this just in case anyone else was in the same boat I am.

All this talk about re-weighing, weight and balance etc... got me to thinking. So I went back to the original weight and balance in the AFM of my 1963 C model. Very interesting and a little confusing. They did multiple calculations at different CG positions (most forward, full fuel, most rearward, etc...) Whoever did the calculations transposed the last 2 numbers on his/her multiplication. For instance, Empty weight of 1575 X Arm of 44.9 should equal a moment of 70717.5, rounded up to 70718. Well, they put down a moment of 70781. On the gross weight of 2575 X Arm of 49 should be a moment of 126175. They put down 126157. I think I may go back and rework the math and see what happens, unofficially of course.

You would think oil would be everywhere on mine but it was not. We had to trace the leak to the oil cooler lines and a tell tale sign of where to look was the drop of oil I would get on the front tire after every flight. My oil consumption has now returned to what it was prior to the oil cooler line leak. If you do have a leak and not burning off the oil from an internal problem then I would think it would show up from a static run of the engine. A&P's do static runs after oil changes to check for leaks.

Mooney's fault? I don't think the engineers that designed Mooney's in the 1960's ever believed that an autopilot would be created to work in them in the 2020's that would require a special configuration. Don't really think it is anyone's fault and I am glad to hear there is a part under testing. Sorry if I ruffled feathers. Not my intention. I am a Garmin guy. I was the first pre-64 to put money down with my installers and I am looking forward to the day I get the autopilot.

I can empathize/sympathize with this. I am currently waiting install of a GFC 500 on my 1963 C model. It was one of the last models approved by Garmin. However......................Garmin was not aware of different ways these older Mooneys were assembled. Apparently, there is something different about my Mooney on the trim (apparently a pin configuration) that Garmin was not aware of and the new, so called approved autopilot, will not work on my airplane until the Garmin engineers go back to the drawing board and give my installers the OK. I read the email from Garmin stating "do not proceed with the install until the engineers have time to review the issue". That was a good 3 months ago. My installers are Garmin installers and they do initial installs for Garmin on many different aircraft. They speak to Garmin every day so I have confidence in my installers. Garmin???? not sure yet.

I had this issue as well. Not saying that this is what it is but something you could check really easy. I started going through about 1 quart per hour as well. Turns out that the oil lines coming out of the oil cooler had been chafing against the lower cowl and there was a small hole in one of them. When flying and under some pressure the oil was blowing out this hole. The thing about an oil leak, if it is a leak and not a piston issue, is that the airflow inside the cowl can take that oil and disperse it anywhere. So you may find oil not anywhere near the actual leak. The way I noticed mine was that after every flight I would have a drop of oil on the front tire. Otherwise there was no oil anywhere else.

Maybe I went a little overboard on cleaning up my firewall forward....

I do as well. It is a great program. I check it daily and especially if we have weather moving into my area of Texas. I can't begin to imagine the amount of work Scott must have put in to developing this web app. I wonder if he has caught up on all the sleep he must have lost.