cliffy

Started new thread so it would be easier for someone later on to find the info Aerocruz100 in the 2 1/4 inch round body form with blue button "One Push" for level flight 3rd cross country (1.5 each way) today Dead calm going , moderate turbulence returning to home port Installed in M20D (short body) with Dynon HDX panel but no IFR GPS navigator as I only do Day VFR in SE airplanes anymore. A/P follows its own control head in heading and altitude mode perfectly Transfer to "Skyview" mode and it follows Dynon flight plan and Dynon control of vertical mode perfectly In climb or descent mode (either Dynon or AC100 control) the vertical speed called for vs what it attains is somewhat sloppy but close (maybe vertical gusts outside have a strong affect) Altitude Hold works perfectly within 20 ft straight and level or in turns. Altitude level off (up or down) works as advertised Very strong up or down drafts in Alt Hold will affect airspeed as the AP tries to maintain altitude. Not unexpected. Just as Boeings do. Lateral tracking on GPS flight plan is dead on centerline, always; Makes turns in flight plan as required If flown from home port out to a point it will return to home if home is next waypoint. 180 degree turn around. When engaged after takeoff it will assume current heading and climb rate. Altitude to climb to can be preset if desired. Trim indicator is sensitive but getting used to it you learn to ignore the prompts if in up and down drafts An easy way to tell if trim is needed is by feeling the trim wheel to see if undue pressure is on the trim system. You can feel the midpoint as you trim to know where the setting needs to be, The trim wheel moves freer there. Another way is to get it close (or if it comes on in level flight) and to tap the control wheel the way it says it needs trim. If it is in trim (or very near) the trim indicator will disappear with just the tap on the wheel. Holding the control wheel and disconnecting the AP will also tell you if you are near perfect trim. All in all. Up , down, left , right all work as needed for a decent price. If it has a GPS navigator it will do GPSS. If you have more questions ask away

Well thats kind of a snarky response as I was just offering another idea if someone wanted to go for it. I don't need to but it might also be a way around some issues others have.

My friend has a 2 blade Its not for me. Thanks I'll tell him tomorrow when at the airport

I too have all the info :-) Skeptical? It has been done.

Anyone know of a shop doing eddy current for prop hubs near Las Vegas / St George UT ? Asking for a friend as I have a 3 blade :-)

If the engine goes cold you won't have the time or the inclination to be fumbling with an iPad trying to find your speed Have one number in your head and just fly the airplane and look out the window. The ground will be there a lot quicker than you think right now.

YUP I use it also Worth every penny. Good mechanics buy good tools Its a mind set Start with a good base and you do good work. Start off sloppy or cheap and that's what you produce.

Mooney refers to "underbalance" as trailing edge heavy In the case of the J it shows in the manual 17.4 to 20.8 ounces at a point of 12.87 inches aft of the hinge line. BEAWARE THE WEIGHT AND THE DISTANCE VARY BY MODEL AND S/N ! Its very specific and detailed in the manual. AND its for PAINTED surfaces only. We have a 3.4 oz. spread or window for balance on this model. This is taken from the M20 Service and Maintenance manual Rev D 8/1/81

Just tossing this out to see what sticks- Primary Category instead of Standard Airworthiness Mentioned before as it has been done Shields up!

Please report back if you recheck the rudder balance and how it turned out.

If it feels spongy its got air in it Air can get in anywhere- pump, actuator even a slightly loose hose fitting If there is resistance on the up stroke the check valve could be blocked.

No but I might try one

Those zerks get pulled out when a too tight fitting is used on the grease gun and the mechanic just yanks the hose off with a little side motion. I use an adjustable tension fitting on my grease gun They are a press in and IIRC a deep 1/4" socket on an extension will help to set them with a small hammer Also they ae called "ZERK" fitting after their inventor Oscar Zerk who invented them in 1929

I had a conversation with Mooney engineering a few years ago about a patch to an elevator Their emphatic comment was? "We do not approve of any patches to flight controls." Finding a LEGAL way to patch it will be your hurdle. I once looked at that very rudder trim system and wondered how one would ever get the rudder into correct balance when installed. Having balanced a few Mooney rudders I'm still wondering, considering the big tab at the full aft end I don't think its possible. JMO Using a TM 55 as @sabrenech says above has interesting possibilities If it was me I'd just replace the rudder and be done with it. Better resale also! Buyers don't like patches

If you did your pump the last time maybe you need to reseal the flap actuator this time. It might be a good idea to replace the hose from the pump to the actuator also at this time as its as old as the airplane. It really a very simple system for any A&P

Its time to put it on jacks and not fly it until the problem is found.

Like for like part- Just check P/Ns and tracing back to the donor airframe (you have to have the tracing back to donor to qualify as an "approved part" for installation) Log book sign off only No different than a flap or elevator

Go to any salvage yard and get an F seat back Quickest easiest and probably lowest cost option Probably dozens available. Any upholstery supply shop has "foam and fabric" spray glue. Had to go back and reread your post to edit. Replacing the tubes with something else "may" present problems as they are not then "approved " parts. And since the head rest is an integral part of the lever arm of the seat back from top of head rest to hinge line in the advent of a crash- it "might" be an issue with your next annual IA to question if it was changed and by what approval.

Call me crazy but that is not the original throttle cable. And, it is far too gone for repair considering the consequences if it fails Two options: 1) McFarland and they will help with building a legal new one 2) Any number of aircraft salvage yards will have a workable unit but it will likely be an original type (not vernier) In reality one doesn't need a vernier type anyway as most flying is done at WOT on 4 banger Mooneys. A new one is a "cost of operation" in the aviation world.

We are basically one small ridgeline away from Mesquite, NV so we get a strong desert weather influence from the Las Vegas basin. 2900 MSL and as I write this it just stated the first snow in a year (very light). Quite pleased with the autopilot at this early time. Being a vanguard install some things needed to be figured out but overall for my needs (day, VFR ) it seems a perfect solution. Next week the weather will be better for my flying.

St George Maybe 2 inches a year and gone by noon :-)

Hasn't warmed up yet in fact 30 degrees this morning Brrrrrr! No cracks from the peanut gallery either. I live here to avoid the white crap!

Try a 1/4 - 20 bolt in it to see I think that is what it is. 1/4 National Coarse IIRC

I used to sell large industrial ultrasonic cleaners. Simple Green is a good soap to use (10% solution w/ water) Careful doing fiends jewelry- if its fake diamonds they may shatter. :-)

In reality if we did a study of airplanes at airports we'd probably find that the "active" fleet may only be 50 or 60% of the total registered fleet. With that in mind and extrapolating to only the MOONEY FLEET it brings the total number of airframes down to a point that it may not be advantageous for anyone to supply new parts or STC articles to such a diminished fleet size. As I've said before- we are seeing the September of our Mooneys an the sun will set on them. Just think, in 20 years the fleet will be pushing 80 years old. How many airframes will remain then?