sellis

Dear Mooney Owners, Nothing is more frustrating than being greeted with a nasty Service Bulletin, and have no history behind it. Therefore, here’s the rationale behind the required inspection: In late January, I received a report from an Acclaim owner in Poland that they had experienced a separation of the Empennage hinge assembly from the Empennage bulkhead. It happened shortly after takeoff. The pilot reported that at about 200’ AGL, he encountered some magnitude of vertical shear, heard a loud bang in the tail, and the aircraft pitched nose up. With the assistance of another pilot in the right seat, the two of them managed to push the nose down enough, with throttle control, to land the airplane safely. My hat is off to these two pilots to say the least. Upon examination, it was found that the rear hinge, filler plate, and Jack screw lug had pulled apart from the Empennage bulkhead, Huck pins and all. The collars were found inside the stinger. I had the hardware shipped to me for investigation. I had pictures of the empennage sent too. The pictures revealed that the filler plate had been installed on the wrong side of the hinge. In the correct stack up, the hinge has a .032” surface milled above the hinge pivot. The hinge is then installed with a .040” filler plate that sits between the hinge and the bulkhead. The purpose here is twofold: One, it holds the hinge pivot off the bulkhead .008” to allow rotation of the hinge plate without galling the bulkhead. Second, it keeps the hinge parallel to the bulkhead, minimizing shear forces on the Huck pin. Our working theory was that without the filler plate between the hinge and bulkhead, the installed pins would not pull up perpendicular to the bulkhead, and the collars would not swedge properly. Also, with the .040” filler still in the stack, there was now an added .032” gap added to the lower row of Hucks, changing the grip length. Our theory was that this had allowed the hinge to “work” on the bulkhead, thereby allowing the Huck pins to loosen in their holes. Add a vertical gust load, and the lower Huck pins and collars would have failed first, then pulling the upper pins loose due to the lever action. This was done in conjunction with FAA Engineers, whom I contacted immediately after receiving the hardware and pictures from Poland and determining there was more to this than wind shear. I am required (and would do it anyway, ask anyone who knows me) to report a failure such as this to the FAA within 24 hours of determining that the failure was one that is covered by FAR 21.3. Mooney and FAA agreed that an AD should be issued, and due to the failure mode, it should be an immediate Emergency AD based on our Service Bulletin M20-313. With that accomplished, it was discovered that the next sequential S/N produced after the Polish airplane was incorrect also. Service Bulletin M20-314 was issued to put the airplane(s) back to Type Design. This new result was not like the previous, as there were no signs of movement in the assembly, it was just put together improperly. The only common factor we could find was that the same assembler has assembled both tails on the same day, and the same inspector had signed off on the installation. So we set the effectivity at the beginning of this installer’s tenure in the Empennage shop, and went back from there 10 airframes, just to be sure. We also made test coupons and tested our Huck guns for proper pull and swedging. All passed. Weeks went by, and the Confirmation cards flooded in. All were reported inspected and proper, with good collar swedges on the Huck collars. I was starting to thing we had caught the only two, when another TN was reported to be found incorrect. This one was built by the same assembler, exactly one year to the day before the original two were produced. I have no idea what that tells us, but the confident feeling was leaving me. Two days later, an Eagle eyed mechanic at one of our Service Center’s called me to tell me that he was doing an Annual on a 1990 J Model, and thought he’d just take a look at the hinge. It was incorrect. This airplane had 1400 hours on it. I visited the airplane, and found no movement of the hinge, and good Huck bolt installations. My feeling is that it would have flown forever in that condition, no problems. However, it wasn’t right, it wasn’t to Type Design, and it had to be corrected. So, yet another call was made to FAA, their Engineers came out again, and we now had to try to isolate an effectivity once again. Inspection records from 1990 showed that another assembler had built the J Model’s tail. That means we had lost the common denominator used to set the original effectivity. Next stop was the Stinger assembly drawing to see if there was a change in construction in the past that would allow us to point at a specific time when we knew that all was well. Turns out that the hinge mounting hasn’t changed since 1961, with the introduction of the M20B. This is where my job gets hard. We have nothing to correlate the improper assembly to. We still do not know the root cause of the failure in Poland, or why the others that have been identified have not loosened up like that one did. I have nothing that I can set an effectivity to after the initial design that is in use today. Therefore, I have decided that ALL airframes need to be looked at. The design is better than good, calculated to withstand 10 times ultimate load, and actually tested to 1.8 timed positive and negative gust Ultimate load. There has NEVER been a reported failure of this assembly, until the one in Poland. Even that one was flown to a safe landing. The chatter about the Empennage falling off is incorrect. The primary attach points are the Empennage pivot point and the elevator control rods. The hinge’s primary job is to allow for longitudinal trim, and to stabilize the Empennage laterally. I have had to do this before. But I did it without hesitation, because it was the right thing to do. Inspecting your airplanes is also the right thing to do. We absolutely have to know that this issue does not exist anywhere else. YOU absolutely have to know that this issue does not exist anywhere else. It’s going to cost you an hour of labor to have that peace of mind. You may curse me for making you do it. But at least you’ll be around to curse me, and that’s what matters most to all of us here at Mooney. Bill Eldred Director of Engineering Mooney Aviation Company, Inc. 165 Al Mooney Drive North Kerrville, TX. 78028 Direct Email: beldred@mooney.com Service Parts Email: serviceparts@mooney.com Tech Support Email:technicalsupport@mooney.com Company Website: www.mooney.com Prices quoted do not include freight. Price and availability is subject to change without notice. We value your feedback! Let us know how we’re doing at feedback@mooney.com ***ATTENTION*** OUR LEGAL NAME IS NOW MOONEY AVIATION COMPANY, INC. (FEIN 27-3063688). PLEASE USE THIS NAME ON ALL PAYMENTS, INVOICES & DOCUMENTS.

Quote: jetdriven Supposedly mooney sold a lot of the high value tooling to raise cash, so they will never build airplanes again. I heard that at the mapa homecoming.

I am waiting for a spring for my landing gear The springs have been on order since mid Dec. We were quoted 90 day leadtime and are due end of March. We have no control over the vendors. The spring is mfg by another vendor of the mfg of the actuator I have know idea who you are because know one uses their real name on this website for some reason (there are a few that do). Just wanted to let you know that these parts are on order since you made it sound like Mooney wasn't supporting you. This thread needs to stay about the Emergency AD. We need all that this AD applies to have the inspection done and send the compliance card to Mooney either by email support@mooney.com or fax 830-257-4635.

I would like to know the two you contacted? We didn't recieve one request today from any of our MSC's for the spacers. You can order them by contacting serviceparts@mooney.com

All you need to do is contact a MSC and order the spacers. We make these parts.

I would like to apologize to co2bruce. Sometimes an email can slip thru the cracks. Frank and I answer 100 plus emails a day. Please email sellis@mooney.com and I will provide the info you are needing. I'm not at my desk all day. I spend a lot of the day in the backshops. We have brought an employee back to manufacture parts and on some parts he needs assistance. For example I spent yesterday with him pulling wing skins for customers needing skins. We can also supply all welded parts, machined parts, and composite parts such as belly panels, wing tips, etc. We are doing our very best to support our customers with the limited amount of staff. Depending on the amount of research one email may require it may take a couple of days to get an answer. We appreciate all of our customers patience and will continue to support our customers. Stacey Ellis

Aviall is a Lycoming parts distributor.

Trim rocker switch is part number 930023-209 white with black letters on order and due in the week of May 10th. 930023-309 is black with white letters and in stock.

HopePilot, What is the s/n of your aircraft? I will find the part number of the switch for you.

HopePilot, What is the p/n of the switch that you ordered from LASAR. I will check on it.

See Mooney SI M20-116 which can be found at www.mooney.com

Quote: dico Hi all, I see some Ovation3's with TKS (fiki) and some without. I'm wondering if the ones that are available withouth FIKI TKS are able to be retrofitted with the TKS. If so... what is the cost to add FIKI TKS on 2007ish model? was the TKS (when added new as an option) added by Mooney at the mooney factory or did the TKS people actually install it? does the retrofit TKS look as nice/clean of a job as the "new from factory TKS"? Thanks, Dico We installed TKS at the factory as an option. Yes to your last question. The folks at CAV Aerospace can install the TKS system.

Quote: Stefanovm Anyone have a good one? It is a 1965 M20E, serial #613. I beleive the original part number should be 240014-1.

The shock absorber was found to be in effective and was removed. Email me direct and I will send you the approval drawing to remove the shock absorber. sellis@mooney.com

Quote: N9937c The outside fuel indicators on a 231 I sawed the wings off of had the guages that the indicator was affixed to a spiraled rod. It looks to made by a lawn mower gas guage co. A magnetic chip sensor is normally used in helicopter tranmissions and tail gear boxes. Gives you a little heads up on your next BBBBBBIIIIIIIGGGGGG maint. bill. larry

The biscuits are generally good for 5 - 7 years on the short bodies and 3 years on the long bodies. You don't go by years though on when to replace. There are procedures in the Maintenance Manual for taking measurements to determine if the biscuits need to be replaced. Once the biscuits wear out they aren't absorbing anything on landing which can lead to future fuel tank leaks.

In 2000 they started mounting them in the tailcone on the avionics rack. The electrical schematic will show it mounted in the tailcone. One box powers both the left and right strobes.

The firewall can be patched using .016 SS321 AMS5510 stainless steel sheet metal. The crack will need to be stop drilled. The patch needs to be installed using CS-3204-B2 sealer and stainless steel rivets.

Joe, See Mooney SI M20-104. This SI can be found at www.mooney.com

Quote: docket So much for the old adage that Mooney parts are cheaper than Beechcraft. At least if you get the switch they will throw in a free tour of the factory.

This is normal because of the location of the probes. The ship gauge probe is after the oil leaves the oil cooler.

Landing gear parts are heat treated not allowed to be repaired. The part will need to be replaced with a new part.

Quote: Geoff Time isn't the only barrier. Guess how much Mooney wants for the panel dimmer switch??? Wait for it...... $1,884.47 USD.

Mooney Airplane Company would like to take this opportunity to clarify some of the topics covered within this thread and state actual practices of the Mooney Factory Service Center. Our standard terms do require a 50% deposit at the start of a job as is printed on the estimate for every job and provided to the customer in writing. Advanced deposits do allow for the manufacture or purchase of parts required ahead of time so that at your time of arrival we can start work on your plane immediately; minimizing delays and allowing better throughput of work in the Service Center but are not mandated. Lead times will be quoted accordingly. Furthermore, we work with the minimum resources required and therefore rely heavily on good scheduling and planning of jobs in order to satisfy customer requested completion dates. Advanced deposits help guarantee start dates for you and tend to minimize fluctuation of customers requested start dates. Our goal at Mooney Airplane Company continues to be “every employee satisfies every customer every time.” We at the Factory Service Center consider each job, like your Mooneys to be unique, and welcome the opportunity to quote any work for you and to answer any of your questions. Mooney Airplane Company

You can go to www.mooney.com under the Service/Support tab and click on Technical Publications. There is a list with all the POH revisions depending on aircraft serial number.