outermarker

Dynamic Regulatory System (faa.gov) SAIB Number: CE-06-62 is targeted at Piper PA-28R-200. However, Paragraph (c) notes Mooney E & F IF YOU HAVEN'T COMPLIED WITH AD 77-12-06R2. AD 77-12-06R2 is superseded by 2002-09-08 which is superseded by 2007-26-09. I went to a Piper Forum and found this discussion about what does "avoid continuous operation" mean. My Cherokee 180 had the same RPM restriction from 2150 to 2350 RPM. On a visit to the Sensenich factory years ago, I asked the same question about how long one could be in this area. It was explained to me in graphic detail, literally. The answer was "the effects [stress] are cumulative. The less time [in the restricted range] the better." I was given a copy of a graph showing RPM points where vibration set up standing waves in the blade causing the tips to bend rapidly! It was explained that the prop and the crankshaft are a system with respect to these vibrations, and the hollow crankshaft of the O-360-A3A was an issue! It was hollow to accommodate a constant speed prop which the Cherokee did not have. Eventually, an AD was issued to require periodic inspection of the hollow crank interior for corrosion pits. I eliminated both the RPM restriction AND the crank inspections by switching to an O-360-A4A at overhaul time. The O-360-A4A, unlike the A3A, has a solid crankshaft, and the type certificate for the Cherokee 180 also specifies this alternative engine!

"PART A ONLY - ALL M20 AIRCRAFT...PRIOR...JAN 1, 1976. That excludes the M22.

Since you have a bolt size you get a bronze bushing and cut it to size.

Nice discussion, especially when considering an upgrade in technology. It is disappointing to lose that range of rpm. I actually thought “continuous operation” was only at higher manifold settings when higher stresses are being placed on the engine. I was taught to keep the rpm up when making a long decent to keep the temps up. The restricted range is where I would be with other aircraft.

THANK YOU Mike! Take a look at my tach. It's marked from 2100-2350. I have an 65'E, IO360 A1A, Blade design F7666A-2, prop model HC-C2yk-1BF. If I have read correctly, and I hope not, the tach should be marked from 2000-2350. I don't want to lose another 100 rpm!

In true FAA fashion, I tried to find the prop information in this thread. Using the "new" site I have now lost 30 mins of my life I will never get back and feel so frustrated that I want to scream! Can someone take the hyperlink on the first page and update it to the current FAA website? I have nothing good to say at the moment so I had better stop now and breathe and go for a walk in the cold.

The King KA52 interfaces with the Britain system. The voltage could be set wrong causing the system to hunt for the heading. When was the static system checked? The AR86 if it has the 24 pin connector will be used with the altimeter for altitude hold. This unit could not be reporting because the heater is bad. Do these checks after checking he servos for leaks.

I have an IO360 A1A that I’d like to get a mechanical tachometer for. Does anyone have one sitting on a shelf that they might considering parting with? I’m old school and understand needles and markings quicker than flashing led’s. If you have converted to a digital tach, what did you install? I’m on the fence at the moment and really don’t know much about the good, bad and ugly of the digital tach, but this old dog can still learn new tricks. Thanks!

I have an IO360 A1A that I’d like to get a mechanical tachometer for. Anyone have one sitting on a shelf that they might part with? And if you have converted to a digital tach, what did you install? I’m on the fence at the moment and really don’t know much about the good, bad and ugly of the digital tach. Thanks!

I don't know where you were able to purchase an alternator kit for the price of overhauling the generator. Spruce sells the kit for around $1500 and that doesn't include the voltage regulator which is another $300 or more. Then there is the additional panel light installation. Perhaps another $1000 for labor and you are looking at about $3000 to convert. I don't fly enough, or at night, or IFR anymore to justify the conversion. Because then I'd feel like I would have to then upgrade to a new panel and glass instruments for that smooth stable current flow. I would get the frying pan upside the head from the wife if I started all that...

I have decided to keep my Delco generator. So, if anyone still has their Delco Remy 12v, 50Amp, P/N 1101915 generator collecting dust or has thoughts of making it your new boat anchor, contact me, I'd like to bring it back to its past glory! thanks! albert

I was told that there is an inspection plate to see brush wear on the generator. BUT you have to remove the generator to get to it!!! Is this true? For my type of flying, I can't see the expense of a new alternator bracket, alternator, wiring, STC and labor for installation verses having the generator rebuilt. Also, if you do find yourself with a dead battery and manage to hand start it, the alternator won't charge the battery but a generator will. Aircraft flew IFR for decades using a generator.

The wing leveler first came out in '65 by Brittain. It requires a vacuum system to operate. None of the parts are currently being made. Parts can be found to make a working system. To have a system to track a heading bug or VOR needle is just another small step in used equipment. The ONE big concern is the rubber that makes up the servos. Despite what one might think, the rubber will deteriorate with age, even NOS. Those of us still using this system have found methods to patch the pin holes and small tears in order to have a servo that won't leak. And just how far will you trust a patched servo? This problem is with all aircraft manufactures that used the Brittain system. My understanding is the current owner is not interested in ever producing parts. From a liability stand point, I understand. However, if somehow the owner produced parts route could be used perhaps the liability issue won't be an issue.

I'm looking for a unit with a 15-pin connector instead of 25 pins. I'm hoping to avoid having to make a new cable harness.

I’m looking for a working Narco AR 850 altitude reporter. thanks, albert

Rotating beacon

I'll assume that many "vintage" Mooney's still have a belly-mounted rotating beacon. So, one thing I noticed in the Aircraft Spruce catalog was two replacement lights, p/n 13-15810 which is clear and has a reflective coating and suggests that it’s for position lights, and p/n 13-22036 which also has a reflective coating BUT produces a cool white light used with the rotating beacon. So, my question is since the position and rotating beacon all use colored lenses, why would I want to use a cool white bulb? It seems like that type would somewhat diminish the intensity.

I read a few comments about radio noise also but the comments were several years old. I also read that noise can be corrected. One person had noise but mentioned a very old radio and thought that might be the reason of his noise. Thanks for the member who is a dealer.

I have read through old posts on LED upgrades. Well, technology changes, and to some degree, the FAA moves in the name of safety. So, for those of us like me who are ready to convert to LED lighting, what is the latest update? Can the change be made with a logbook entry? Do I have to have an IA file a 337? Is it technically an illegal modification but the FAA will look the other way in the name of safety and it takes forever to make a regulation change? I would like to convert a 65'E during the next annual inspection. Whose product would you recommend and have confidence in? What is the good, bad, and ugly? Technology is changing so rapidly that LED lights even three years ago seem to be inferior today. Photos and/or videos would be great for all of us too! thanks!

It’s tight, very tight to slide the seat forward into the panel then lift the front up. That is if there isn’t a”pin” around where the track narrows.

Has anyone posted a video on actually removing the landing gear disks? I really didn't see anything posted here and didn't find anything on Utube. I read the manual and it is no road map to success. Has anyone actually used Mooney tools to do a disk replacement? albert

Could this be due to the metal tab that rides on the seat adjusting cam falling inside the cam instead of resting on the cam?

that is a bit of relief. thanks!

I just called Aircraft Spruce about the availability of disks. They have plenty, however, they don't have 11 from the same lot. There is six months difference or more of what they have. Since they have so many, they will not be ordering a fresh lot. Does it matter if the disks are from multiple lots but all in the same year?

The boost pump is 10A (D7270-1-10) and the position lights are 5 amp (D7270-1-5). These switches look original and I'm just assuming enough cycles have been placed on them with years of service to make the change. It's like a soft click instead of a firm on /off.