carusoam

Joe, Just a guess, it looks like the same effort required to install one on a J, only bigger. This is done from the outside and fairly intrusive. Are you familiar? Rivets come out, sheet metal strip is removed at the bottom, the the old one comes out. Installing is in the reverse, ending with repaint the effected areas. Best regards, -a-

Flap valve as in the valve that you use as PIC. Up opens the system to allow pressure to flow back to the reservoir, down builds pressure into the system. Alternate pumping in both up and down positions. While someone puts pressure on the flaps to move them downwards. Sooner or later enough fluid enters the pump to prime the system and it begins to work as normal.... Wish I had a real answer for you. That was my experience. I don't recall any better information being available. Best regards, -a-

Dave, That is great news. Have you stemmed the oil tide that was bothering the old starter? Best regards, -a-

From experience, One guy, pump and move flap valve. Second guy, move flaps through their range by applying pressure to their surfaces. Sometimes it takes a few minutes, some times longer. I never did figure out what makes it work. But once it does the system seems to be self bleeding. No air is stuck in the system. Remember to set the return rate. I like slow return, under air pressure it will happen pretty quickly. The manual gives the pertinent timing to use. Best regards, -a-

Ross, I was thinking you and I covered draining fuel out of tanks before. The rest of the sarcasm was a tip of the hat to your overall knowledge on Mooneys. The mechanics I used to work with, literally would smoke in the hangar with open buckets of fuel in the area. The vapor pressure of 100ll keeps it from evaporating any too fast. Still somewhat dangerous. Thought you were being facetious... Best regards, -a-

Ross, Where have you been this weekend? Haven't heard from you. You know me and fuel safety.... I have watched mechanics change these out while the fuel runs out and down their arms. I just recommend to minimize the exposure. I have 3 gallons of unusable. 3 gals of danger is far better than 53 gallons of danger. My POH recommends using the fuel pump to empty the tank. Disconnect the fuel line first, of course. Its up to the op to decide how far he wants to go. Next, I would recommend an A&P perform the change. it's also a good idea to allow some fuel to exit, flushing the sump. As you know this recomendation was based on somebody unfamiliar doing the job for the first time. You have achieved the level of guy who smokes while doing it....and debates the merits of the vapor pressure of 100ll at the same time. Best regards, -a-

DMC, the fastest way to cut your Mooney cost in half is to take on a partner. Have you consider a partnership? Best regards, -a-

The c in the comparison is nicely modified. The j is closer to stock. I would be forced to trade in the c, but not for THAT J. The proper j for comparison would need digital radios and an AP etc. This needs an apples to oranges comparison, not an apples to rotten oranges comparison. Even then the comparison is dead in the water without knowing more about mission and budget? The c is such a great machine. it's 40+ years old and still a strong contender in this debate. -a-

I'm with Parker! While looking to trade up from my 65C, I looked at many Js and stumbled into the low end m20R. M20S Eagles are nice too.... Best regards, -a-

Mike, I had to answer this same question a few years ago. What I considered... The J is ultimately an upgrade of the C. J has More: speed, climb, HP, aerodynamics, space in back seat, space in baggage, fuel capacity, range, useful load?, Better: fuel injection, alternator, air intake, interior lighting, electric gear, electric flaps, seating, ventilation, exterior lighting. Less: carb ice, intake filter blockage, ROP The J is better at IFR flight where actual IMC conditions may be encountered. If you fly, day, VFR, with only small children in the back, it would be difficult justify the difference. A modern panel in the C can cost as much as the plane itself. Ultimately it is how the individual aircraft is outfitted. An AP, GTN, Aspen, ipad and JPI can greatly improve any plane. When I had to answer this question, my backseaters were growing and my C was near run-out. It had one really nice feature though, it was paid for. It came down to what did i want. My current plane is 29 years newer than my first plane. It has a similar feel to my cars. ( my cars are 10 years old. ). The family is more comfortable with the newer plane. I am happy with the newer plane. I look forward to the day it is paid off.... Best regards, -a-

A small amount of junk can make the valves not work well. Ice can make it worse. They are easy enough to change out. It may make sense to buy a new one. Exchange one, clean it, exchange the next one. Clean the second and keep as a spare. If you do this yourself, do it on an empty tank for safest results. Use a torque wrench when installing. It is easy to snap off the valve in the hole. It does not need to be extra tight. A polymer seal keeps it from leaking, not tightness. Best regards, -a-

Joe, What happened? -a-

Anthony, Torque wrench, deep socket, new crush washers and anti-seize. Check the insulation on the leads, you may consider new wires if the existing ones are ancient. Best regards, -a-

Bob, Keep on it. I think you have something special that works beyond what the manuals indicate. It was an unusual time in history. Things advanced in the industry faster than Mooney could keep up. The back door that allows for the system to follow the GPS without the requirement to adjust the course needle is somewhat similar to following an ILS/LOC. The course line does not need to be set for an ILS. It is somehow implied. Honeywell recommends setting the course line for a human memory aid in this case. It seems that if the AP thinks it is following an ILS and the GPS plays along giving ILS like signals, the AP should blissfully follow along. Is the previous owner still available to ask? Was the POH updated with supplements? (probably officially missing what you seek) Best regards, -a-

Answer found... Takair's post reminded me of a conversation posted a while ago... http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=3&threadid=568 Garmins and KFC 225 are capable. Wiring update is required to work properly. See this thread for contacts and explanation. Good luck, -a-

https://www.bendixking.com/servlet/com.honeywell.aes.utility.PDFDownLoadServlet?FileName=/TechPubs/repository/006-18035-0000_1.pdf Enjoy the read. It gives step by step examples of how to intercept, adjust the course line and approach etc. You have a very powerful AP. Unfortunately, the HSI appears to be the weak spot. The AP is integrated into the HSI and compass system. If you only read the brochure, the AP is capable of landing on the moon. Unfortunately the installed equipment did not include the lunar landing unit. In the manual, you can find an electronic version of the HSI that would probably add the capability you were looking for. Look into an aspen replacement as a way to add the complete roll steering solution. While you are at it. Read and understand the GA function. It is the flight director Go Around button. Best regards, -a-

Bob, Turn anticipation is probably in the settings page. I have the ancient KLN 90B that you have referenced above. Systems that typically use roll steering have a method of changing the course needle automatically. These make the glass panels look brilliant. With the KI 525 the pilot is in charge turning the knob. This would still be better than going to heading mode first. Using heading mode for making turns is typical of VOR navigation. Use heading mode while in the cone of confusion. This does not apply to GPS navigation. With the KLN 90B a light flashes to indicate the way point is approaching. A message pops up to tell you what the new course is. It is better piloting skill to know these before the lights and messages. The 525 would need a small motor to move the needle over. 90's technology just did not have the complete system. I'll see if I can find the KFC 225 manual on line. It sounds like you have all the parts, but the 525 without a motorized needle it seems to be missing something important. The course line is an I/O device to communicate with the system. Best regards, -a-

Jim, What is your typical mission going to be? Private Pilot, 100 hours per year with some light IFR? Or 500 hours per year commuting in all types of weather when duty calls? Are you buying the Bravo for all out speed? Or you like its capability to top some weather every now and then? Much of what your annual budget for maintenance will be depends on how you use it and upgrade it. Otherwise those numbers sound like Beech and Cirrus numbers, not so much Mooney numbers. Of course, read up on pre-purchase inspections and first annuals. They are very much related. The bird you are looking at seems very much unused. Unused is not often good for all it's parts and systems. Best regards, -a-

Pk, Sounds like a two step process. Clean and try them first. Changing their position may make too many changes at one time? Best regards, -a-

First question, which roll steering device has been added to the plane? Most often you find that there is no roll steering between the GPS and auto pilot of this vintage. There is an option in the GPS called turn anticipation, this helps initiate the turn in a timely fashion. The pilot still has to turn the knob on the HSI to the new course. best regards, -a-

Don, On the typical cap, it is in several pieces to allow for adjustment of tightness. By rotating the top part in relation to the bottom part the overall thickness of the system gets tighter. Turning the opposite way opens the top and bottom further away from each other If you experienced leakage after changing O-rings, did the cap seem too easy to close with over center cam / tab? If yes, consider tightening it. MAC had a spec of how much air pressure the cap should hold back to consider it leak free. Blowing air up the vent, using soapy water at the cap. I don't know of anything maintaining the proper position. The kotter pin holds the system together, but not in adjustment. On the other hand, if the cap is tight in the neck, the health of the neck is next in line. Older ones were not made of stainless and have a tendency to rust. Any of this make sense? Best regards, -a-

Privacy returned!!! Nice find George. I was seriously concerned that privacy of where I was going had been eliminated. Seemed awfully unamerican that I needed a valid security concern to enjoy normal levels of privacy. Best regards, -a-

Nice feature improvement... With the ff integrated into the system, it can decide if you are leaning ROP or lop. Nice feature, since the JPI requires additional button pushing to tell it which mode you are using. With the two-button system, this requires button pushing and holding to get to LF (LOP). LF=lean find. Best regards, -a-

Unbalanced air intakes are going to demonstrate their differences throughout the operating range. Higher pressures/air flow rates will usually make the differences even greater. Any air conditioning engineers here? The AC guys use vanes and valves to balance this same type of uneven flow issues. Ovation and Acclaim have curved, balanced intakes that are engineering art. These curved/balanced intakes have become standard in the automotive industry. Electronic timing, balanced runners and sequential fuel injectors would be nice. Not too far from Lycoming possibilities? Who asked for more HP from the io-360? Best regards, -a-

Remember to get the modern tube that requires air about twice per year instead of every month. Best regards, -a-