testwest

Still available is this Pitot Heat rocker switch/circuit breaker from our 1977 M20J. SOLD , It is a 10 amp rated Klixon (Sensata) 20TC2-BG-10 switch, Mooney part number 930023-005. $75 including shipping.

The new switch cover was with that switch I bought new from LASAR about 4 years ago. Dr. K wanted it but the body failed sometime in transit to him, so I got it back. I now have a replacement 10 amp switch body and PM'ed peevee about it.

Hi Dev You are correct, the Aspen can't make the position error correction as published in your POH. They complete the wind triangle with one leg being magnetic course and groundspeed, the next leg being (derived) true airspeed (from IAS, with no position error correction) and magnetic heading, and then display the computed winds aloft. True winds or magnetic? Sounds like an exercise for the reader. So you may be getting overstated TAS readouts just as you surmise. However, note that a magnetic heading error (RSM out of calibration) will result in erroneous high crosswinds at 90 degrees to the present track. Easy way to tell if you need an RSM re-cal. I have found the computed winds are way more sensitive to errors in heading versus errors in IAS. One way to check for this is to use the Cloudahoy App. Record the Aspen TAS and winds (and time) on any stable cruise leg, and look at the same time on the Cloudahoy recording of your flight. The Cloudahoy winds are computed from the observed atmosphere at the time, location and altitude of your position, and they are dead nuts accurate. Aspen-reported erroneous high crosswinds are an RSM issue, erroneous high headwinds means your CAS and IAS are fairly divergent as you suspect.

Those are the Modworks STC doors. We have a set on our 77 J. Dennis Bernhard at Lone Star Aero was planning to buy that STC off of Modworks...but I don't know if they consummated that deal. LASAR bought Lone Star's immense mid-body parts inventory, if there is any hope of resurrecting that STC it is in Lakeport!

As I said...."absent economic justification...."

Absent economic justification, if I were going to do an engine mod with this, it would be to put in a Lycoming IO-540-S1A5 (high compression) and the turbonormalizing and intercooling from a 601P Aerostar. There are two decent used FWF engines from a salvage AEST on the Aerostar Owners forum for what appears to be $27k outright. About 277-280 hp as installed, but hold full power to the flight levels.

Joe, you are welcome. In a previous post you said "It's gotta be the prop", and I must re-emphasize that the rotating mass as a whole can and will exhibit different vibrational mode shapes with different props, and you cannot discount an out-of-spec crankshaft counterweight system as being innocent with a "tolerant" prop like the McCauley C212-214 series. Here is how I would proceed. Figure out a way to record the vibration spectrum in flight, and record the conditions. Data are your friends (because the word "data" is plural). Flip the prop install 180 degrees. Go fly again and duplicate the conditions you flew in (airplane weight, cg, density altitude, MAP, RPM, cowl flap setting, everything else as much the same as possible). If the vibration is changed significantly as shown by your comparative data, your issue may not be the prop, it may be counterweights. Hartzell's motto is "built on honor". I think they will be helpful. I do know they went through a number of iterations on spinners with this STC, I am sure it was not cheap, but they kept after it.

Joe, we have a 77 M20J as shown in our sig below. Our prop stops at 6-12 like the picture, and it is very smooth. One item to check that has not been mentioned is the condition of your crankshaft counterweights. If they have been detuned, it could cause the issues you are seeing. John Schwaner's Sky Ranch Engineering Manual has a marvelous write up on this and referrals to Lycoming service instructions to troubleshoot the problem. Here is a link to a page excerpt from this fine book regarding detuned counterweights: https://books.google.com/books?id=JEXnFqVTqJQC&pg=PA426&lpg=PA426&dq=crankshaft+counterweight+detuning&source=bl&ots=dRBcJYb83H&sig=iKac0xO4uIpTvxjyhZV2No8-vno&hl=en&sa=X&ved=0CEMQ6AEwBGoVChMIuPz0u5rNyAIVCMxjCh26hQiX#v=onepage&q=crankshaft counterweight detuning&f=false It is entirely possible that the counterweights could be detuned and still show no symptoms on the previous prop, but be apparent with the new prop due to different resonance characteristics of the new rotating mass, in both magnitude and phase angle. Attached is a copy of Lycoming SI 1012G. Everything you ever wanted to know about counterweights. Good luck! And please let us know what you find. Counterweights and Rollers on Engine Models.pdf

Byron is quite right about the roll axis. The Mooney yoke full travel is fairly small in terms of angular displacement for full aileron travel. Friction in any non-reversible control system is typically a bad thing. Definitely pay attention to periodic maintenance actions with regard to control system lubrication. There are two other things to look for, free play and breakout force. The solid, connected feel very nicely described above is a result of low free play and medium breakout forces. Airplanes with cable control systems (as opposed to pushrods like we have) tend to have some freeplay in the system due to cable stretch and tensioning.

This is probably a good deal, I made a G-243 last for 8 years using a BatteryMinder on it for the last 5.

I replaced these with a piece of of the same hose material, MIL-H-6000 I think. It was fast, easy and relatively cheap.

Ok thanks Podair! I am suffering from CRS these days....

Oops, sorry about that, I am on a trip and have frankly forgotten if I sold it! I think it is still available. Will update the status Saturday....

PM, sent! Should be able to ship today....

I truly appreciate the effort you expended, it was really helpful. This is what Mooneyspace is about.

So, they were at Clinton-Sherman airport in Burns Flat, OK. 13,500 of runway. Length was not the issue...they ran off the side of the runway, fairly slowly. Pretty neat to closely examine the takeoff footage. The airplane looks remarkably stable and controllable.

Actually the drive shafts run on either side of the cockpit and come together in a gearbox arrangement in the nose. So they are armrests. The Bugatti 100P website has many technical papers on the design and the replica's implementation. They are a good read. 2 Hayabusa engines in the mid fuselage. It is a screamer, literally.

and replied!

And replied!

Bump, to get this back to the top.

This is an update to the previous ad, I have a NEW Klixon 10 amp rocker switch, this one has a black cover with the STROBE LITE nomenclature, but there are a number of 10 amp rocker switch/breakers in Mooneys and the covers can be interchanged, if you have a 10 amp Klixon (Sensata) switch that has flaky action or is inop, this is for you. These are $220 through an MSC. If you try to buy the switch body itself from Peerless, it will set you back $218.17 from them. See here: http://www.peerlesselectronics.com/store/products/20TC2%252dAA%252d10.html I am selling this for only $99 including USPS priority shipping. Standing by for your PM!

OK, up for sale is a white E-T-A style switch cover for strobe lights, nomenclature is 'STROBE LITE'. This is for the cover only, if your E-T-A switch is in good shape but the cover is worn this is for you! ONLY $15 plus postage (nominally $5.25 in the U.S). Click photo for a larger view. Thanks!

That is exactly what I was looking for! Thanks a million!! My curiosity was about the connector to the bar, the little bent tabs don't provide a lot of contact area...and an IC landing light has a pretty high inrush current at first make. Apparently it is ok..

I think so! Any picture would help. Thanks a lot!