cliffy

I'm going out on a limb here- Since I have strong doubts about the TT A/P being approved for the early curved ailerons ( I will try to verify my doubts at OSH on a couple weeks) one might go "Primary Category" by STC and then one might try hooking up the servos under the radio shelf in the back and tie roll control to the rudder push/pull tube as it is connected to the ailerons through the interconnect spring, TT did this several times on experimentals that had bad adverse yaw problems when ailerons only roll control was tried in a 2 axis A/P situation. They went to use the rudder for roll/direction control and solved their problems to great extent. So using rudder for direction control has been done successfully. Mounting the servos under the shelf would be simple and quick. A clear path to the link bellcranks for hookup is available. It would be wise to maybe change out the interconnect spring for a new one and check for wear in the hookup holes for the spring. If the interconnect spring were to break only a higher yaw situation would occur and the A/P could be shut off. Control of the airplane would not be lost. Either that or build up a working Brittian system as a few others have done. There should be enough parts around to cobble up a working system. There are enough old Mooney going to the grave yard to source parts.

"The future Is fuel cell hydrogen" YES Xs 1000%

As I said earlier Look for it at OSH "this year"?

Nothing disparaging was intended Only bringing into focus what was mentioned by the OP and NOT shown in the photos. Gee Bee products are top notch and that is not disputable. Only issue was pictures and verbiage not conducive to clear information on what was being discussed I had no idea Gee Bee even had the 3 lip seals for the dog house and now that I know I may very well replace mine at the next annual (10 months).

No just 54 years as an A&P Just received the FAA C Taylor Award a couple weeks ago Always wanted to know how things worked or were built.

I don't think a little surface rust is necessarily a cause for replacement How deep does the rust go? Can it be brushed clean and an estimate of depth be taken? Check the regs Maybe just cleaning and rechromate might be all that is needed.

I realize that "biking" is the "new" in thing among the younger crowd but for us older (and maybe more portly) pilots "biking" don't cut it any more. Last bike I owned was 40 years ago. I guess I just out grew them :-) :-) BTW, back in the day I designed and built the first 36" 10 speed skinny tire COLLASABLE bike that I carried in my Cessna 140 while next door a company was cutting Hinda 50cc motorcycles in half to fit into small airplanes (182s etc) They sold hundreds of them (Circa 1975)

I think we are confusing two different items Baffle seals for something WITHOUT a dog house and the dog house seal LIP between the cowl and the dog house I believe the OP is referring to the LIP seal which has to be stiffer than any "regular" baffle seal so as to avoid "blowing out" when airspeed and vibration is applied to the dog house pressure. It was original at about 1/8" stiff rubber Most are getting worn out now after half a century. I've seen normal baffle seal material used but it usually blows out of the "catch ring" in the cowl and lots of cooling is lost when this happens I suspect many of those who have cooling problems with dog houses miss this item when trouble shooting the reason why they have high cylinder head temps. Its hard to see if the lip is placed correctly in the catch ring but it must be done for good dog house sealing.

Works but still doesn't answer "what changed and a why and why did font go lower for members all of a sudden

Font size wat too small for old eyes! Most of us here are moving on in years and the "young" developers never pick up on that fact A website is an "eye" activity Make the font bigger

I think needle width came into use in setting the EMPTY range down low "within a needle width of the empty marker" in level flight. The regulation says that the empty indication shall be accurate at the "unusable fuel level" in level flight and shall indicate what actually remains throughout the range of the gage. In our case the pounds marked on the gage If they are set up correctly the original gages can be accurate at all four cardinal markers, although mine are marked in pounds and some interpolation (slight) may be needed with extremes of temperature to volume (float position). I'm not sure how much more accurate one needs especially if one has a FF gage working at the same time. I just use my FF to check my tank levels for a gross in flight check for leaks not shown by the FF gage. If I have 1/2 tanks and I know that equates to 12 or 13 gallons (72 pounds on the gage) in the tank, what more do I need at all 4 points? Its really not a problem until below 1/4 tank and my FF is so accurate I know what I have down there and where it all ends at the bottom. I never plan a flight to VFR 30 min mins anyway. 5 or 6 gallons remaining is cutting it WAY too close for the unplanned at the end of the flight. That's 1/4 tank or less. No way in my book but then again I've been doing this too many years to take chances now

I'll bet there aren't many on this board who have flown a Mooney with brand new "factory original" fuel gages! Why wouldn't GOOD original gages be as good to use? They are required to be accurate especially when near empty (IIRC within 1 gallon) I venture to guess most would be very happy with the "factory" accuracy IF both the sensors and gages were overhauled properly They worked for many years but NOTHING in the airplane gets less attention than fuel gages over the years, They are tiny electrical meters that after decades of service, sitting in the hot sun baking away mostly dry up their grease on their axles and can't accurately move to where the weak current flowing in from the floats in tanks says for them to be. They are dried out and sticky. Similarly, the level floats in the tanks after years of wiping back and forth on a resistive winding they get just plain worn out and don't control the electricity as they should. All most here have ever seen is old dried out gages after 40 or 50 years of hard use. They can be overhauled and set up with the trim screw to be very accurate at near empty AND at each 1/4 tank. If one had GOOD factory gages AND maybe a FF totalizer one could accurately gage how much fuel was left and cross check both systems at fill up. We used factory level gages for many decades before we ever got totalizers and electronic do dads. There is also the dip stick method of determining fuel on board at each stop and do it very accurately. There a two shops in Penn that specialize in factory gages. Either one is a good bet to use.

One can always wait to see if the registration changes in a few months

I was just tossing that idea around last night I'm still seriously thinking of going "Primary Airplane" and could use any or all of the "experimental" avionics I think. Resale value is the least of my concerns as I feel I have "used up" this airplane over the last 23 years and 2,000+ hrs and have gotten my monies worth out of it.

I currently use iFlyGPS on a tablet on the yoke. We like the app and probably want to use it in someway for the MFD (cradle dock?) They have actual charts imbedded and updated) good display easy to use. Basically cheap I'd like to avoid Garmin subscriptions if I can SO I want to get rid of all the analog gages (Apsen? Hmm Maybe) but they all need to be primary instruments. Back up AV 20 maybe? (your ideas?) Have even given consideration to analog A/S and Alt AND venturi driven AHI ! Hate to do it though but it would work. And the vac pump will be gone! I want WAAS GPS only (no vor or ILS)(175?) (Dynon?) and someway to display the LPV glide slope (just in case its needed) Aspen? I'll use 2 non-TSO comms (small) and a Xpndr with wingtip ADSB (maybe used 327?) Everything engine wise goes in an analyzer system in 1 face (small MP and RPM doesn't scare me :-) This is just my first thought OSH is coming so I can check things out there BTW how's the Aspen red X failure problem coming? Anyone know? More Ideas for me to check out PLEASE for I know not what I need Haven't really looked at avionics for several years Remember "experimental only" stuff may be usable for me. THANKS for helping me out!

Here's the approval process- https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgPolicy.nsf/0/1790b02f1833357486257f9200592110/$FILE/PS-AIR-21.8-1602.pdf Here's a list of NORSEE approved equipment- https://www.faa.gov/aircraft/air_cert/design_approvals/norsee/

. Can't do the GFC500 as its an "early bird" and I'm not going to spend that kind of money on a 35K airframe Remember the first post LOW $$$$$$ Come on guys surely you have more ideas for the CBs club? (BTW don't call me Shirley)

That's what I'm working on Something like that that will turn heads!

Autopilots are specifically INCLUDED in what can qualify under NORSEE Its the paperwork that needs to be done Now whether or not a manufacturer will spend the money to qualify their article under NORSEE is another matter Its beyond me why one would not go that route rather than full STC I must be missing something

I have wingtip ADSB that I will keep. Andy- ya not quite what I'm thinking about. I'm going clean sweep. I don't worry about the engine gages disappearing in flight. Chance is slight and I don't worry about it that much. I'd just land somewhere and fix it. The Lyc 180 is bullet proof in my mind after 50 + years of experience. Don't want all the mechanical gages for flight as back up either. I can drape a sheet over the panel and still fly the airplane. Red Xs don't scare me (unless IFR and i don't do that anymore. IFR capability is for last chance back up only. G5s are a possibility I read the install and they look pretty easy (as do others). The 175 likewise Actually seriously considering going "Primary Airplane" and using all non-TSO stuff. Much cheaper that way for the same capability. To anyone following on with this request for design maybe include anything you can think of that is for "Experimental" aircraft only also. I'll modify the title of this thread.

Crowd source this request Let's see what the peanut gallery can do here! How about going the other direction in panel layouts and help design the simplest, cleanest panel yet that will do all things VFR and simple very occasional IFR (not sever weather); A/P aside for right now Include any EXPERIMENTAL aircraft only items you can think of as there are ways to use them in a Mooney. (<$$$) Say for starters only one digital ADi and a digital DG (AV-30, RC Allen, etc) one GARMIN gps 175 (IFR is legal with just 1 WAAS GPS on board), one ADSB xponder, one comm radio (GTR 200) (has intercom built in) I split them up so one failure won't ground the entire airplane. Lets throw in an engine monitor to replace all the other gages. Doesn't have to be Garmin That's just a first idea for a very empty panel that does it all simply Then there is room for a dock and a tablet for the moving map stuff (ADSB stuff, map, Wx depiction etc) Keep it clean and simple (lower cost is a factor also) A real minimalist panel What can you all come up with? KISS formula only LOW $$$$$ Everyone here seems able to spend lots of OPM for complicated panels now spend my money in the other direction :-)

and it has venturi driven gyros NO vac pump! :-)

Well that beats my Sun n Fun trip from SGU (St George UT) and back BUT I did my return at 1500 AGL until SAF and didn't talk to a sole except for towers we landed at ! Just like the old days :-)

Did YOU actually see it up on jacks with the wheels in the wells?

Does that make my D now worth 60K? :-) :-) its flying and in good shape