testwest

and if there was a 25 amp one that would solve my problem for landing lights. Marauder are you looking for Klixons too?

3 amps and 10 amps. I ordered the Shapeways rocker covers for the E-T-A style and am going to try to roll my own. Boost pump and strobe lites are 10 amps, the radio master is 3 amps. Surprisingly this rating is the same for the M20J and the early M20Rs, even though they went to 28 volts in the 80's for the mid-body airplanes.

Hi rtastad and larryb I "think' I have the Nav Lites switch ready for sale. However, I won't sell just the cover. If you look at the "Avionics/Parts for Sale" you will see that I sold a Radio Master Switch for $49, and it lasted only eight hours. I'll go get a picture of the Nav Lights switch today. Stand by on the boost pump. Replacing the switches with E-T-A style is not for the faint of heart. They are $220 EACH, from Mooney. And not all of them are easy to get. I am trying to find a Radio Master, Boost Pump, Strobe Lite and LDG Lite switches in this style. LASAR tells me Mooney does not have them. For the landing light switch, it may be that I have to go to a standard E-T-A instead of the switch/breaker and wire in a regular circuit breaker instead. That is the way it was done on the latest M20Js and on (in 1996 Mooney went to the black E-T-A style switches). Trying to find a salvage 1996 or later Mooney is not easy at all to get these on the used market.

Yeah! I sure do. It's in a report here, in a "twin Mooney". http://www.openclip.net/Benchmark/AOALog2011SpringTwoSparks.pdf

Unfortunately, the Klixon/Senata rockers used in the 1977 airplanes are easy to source, (if you want black covers) but expensive. They are about $220 each, new from Mooney. Also, they do wear out and can possibly trip too early or fail to trip. You will not have much luck attempting to source them elsewhere cheaply and then will need to mark the blank covers, but it can be done. Have a look through the forum, there have been several threads on this subject. Having said all that, which ones are you looking for? We are replacing all of ours with the ETA style and have a few white Klixon ones for sale.

Brian (CFII) asked what he could do better on his engine management.....how about reading the three articles here on the Vz climb, spark plugs and efficient flight planning. Target EGT tells you where to put the engine, Vz tells you where to put the airplane. http://www.openclip.net/Benchmark/IntroducingVz.pdf http://www.openclip.net/Benchmark/AOALog2012SummerSweetSpot.pdf http://www.openclip.net/Benchmark/AOALog2011SpringTwoSparks.pdf Shameless plug: http://www.seqair.com/benchmark/Howell/Norman.html

Dude! We need a report on how the composite prop is working out for you!

Ok Bob B and Jack, thanks!!!! I "think" you get to the limits page by powering on with buttons one and two pushed. That Oil Temp low limit I have is a problem, it should be removed and the green arc remains at 150 deg F as the bottom of the normal operating range. Will call JPI, but I bet I can fix it myself. I am reasonable with the menu structure and button-nav that JPI uses.....will let you know!!

OK, as I posted previously we are selling the old serviceable rocker switches from our 1977 M20J. Up for sale first is a radio master switch. This is Mooney part number 930023-013, and is a Klixon (now Sensata) 20TC2-BG-3. Technical information for this switch may be found here: http://www.peerlesselectronics.com/store/products/20TC2%252dBG%252d3.html It is a 3 amp switch/circuit breaker. $49 plus shipping, this is a great price. Edit, this has sold. Lasted less than eight hours. I'll have more rockers available soon. Thanks!

Hi Taildragon You are getting some really good advice here. Question, how much retractable gear time do you have? That may be a factor in your transition training. Also, I guess you have ruled out an early M20J? My first M20 was a 1970 F model, but our partnership soon progressed to a 1978 M20J. It looks like prices for early M20Js are down in F territory at this time....

Oh, and I see Bob - S50 is near me in Puget Sound. Thanks again for the reply. Need a BFR? It's on me, free.

Wow, 9 replies already, is this a great group or what? The green arc and red line limits in my original post are directly from the M20J POH, limitations section, for my serial number. It is manual number 1220, revision G, original issue 9-27-76, revision date 3-7-84. I did look through the POH for any recommendations for minimum oil temperature for takeoff (which would not be mandatory for a primary instrument, unlike the markings in the limitations section of the POH, which are required for STC).....and did not find any. Guess my next step is to write JPI and ask them to reprogram the key so as to remove this red lower limit. Hopefully I can convince them it is a mistake and not get charged for a key reprogram . Again, thanks for the pictures and the replies. Mooneyspace rocks.

Question for anyone running an EDM-930 (Primary).... On the oil temp for our 1977 Mooney M20J, s/n 24-0042, the green arc (normal operating range) starts at 150 deg F and goes to 225 deg F, as per the original gauge...and the redline is 245 deg F. However, JPI has ours set up so anything below 150 deg F is also red, and we are getting red warnings for quite some time before the oil warms up. With the old analog gauge, we would take off as long as the oil temp indication was off the peg, and if the prop cycling was OK. I am wondering if anyone else has seen this, or had their min oil temp handled a different way on a JPI EDM-930. Thanks!

Yeah! Actually, it is because the Aerostar has the same qualities as the M20. Fast, efficient, looks good, and they were both among the last major designs from two of the greatest airplane designers of all time....who respectively put lifetimes of experience into the designs.

OK, Byron, count me in!

I verified the site is fixed. Karl's switch looks like an ETA style. There is another designer on Shapeways with a Sensata/Klixon cover style but I have not heard how they are working out by anyone here. We are biting the bullet for some new Sensata E-T-A rockers on our M20J (black) and will have some of the used as-removed white Klixon ones for sale here.

Bump, again. I'll take best offer on this. Thanks.

+1 for Airtex. They did a great job updating their designs a few years back. Plane Plastics has nearly every panel you need, if they are brittle don't bother to paint, get new ones and paint them with the SEM system, the paint will block UV and the new ones will last a lot longer.

What we did is replace the 1977 style headliner and vents with new and/or used parts to match the approved type design for the later models. Since all of the parts were approved for the later models, it basically was an install of approved parts. Modification of the interior with new materials such as the composites proposed will be more complex from a regulatory point (for STC) due to the requirement to meet the interior flammability requirements. Don't have the FAR 23 paragraph that speaks to this right in front of me, but it should be easy enough to find on the FAA RGL site. I wonder if the new certification rules for small airplanes would also apply to modifiers? Sure would be nice to be able to STC something without costing more than the market would support.

Thanks for the nice comments and likes for my post and article! Makes the time spent worth it.

I am seeing the (Aspen) Bendix/King KSN-770 prominently in ads right now in the AOPA magazine and elsewhere, anyone know if it is certified yet?

Hey Chrisk Take a look at the wing root area inside the fuselage. You will need to remove some upholstery and panels. You will see where the fuel line comes from the wing and joins the fuselage line. There is a little flexible line right there that might leak. You can buy the correct replacement hose for less than $20 from Aircraft Spruce. If you find this is the issue, I'll dig up the exact details and some pictures.....

Scott, you may want to have a look at your cam with a borescope. I hope you are not looking at a rounded off cam lobe. However, that much wear should have shown up in the oil analysis.

Hi everyone I wrote an article about this issue for the Aerostar Owner's Association a while ago, it is a reasonably technical discussion of spark plug center electrode resistance. You may find it interesting. The article is in PDF format, hosted here: http://www.openclip.net/Benchmark/AOALog2011SpringTwoSparks.pdf Thanks.

And I will add my congratulations as well. Exercise those skills as much as possible. It's fun to push along a Citation who is flying the ILS slower than you.