KB68M20F

Hi guys, Just as my fellow Mooney pilots advised on this post, I pulled new RG 400 from the base of the horizontal stabilizer to the top of it by attaching the new to the old. I put the two ends together, applied a piece of heat shrink, then wrapped one side with .020 safety wire, brought a piece across to the other side and wrapped it. Then I put some electrical tape over the joint to make it smooth, tested the strength and pulled it through. There may be grommets in the vertical stab ribs but it went through just fine. The hardest part was tightening the nut on the upper AN742 clamp that holds the coax in place. It was a real ball buster with difficult angles. I also installed a new cat whisker antenna with an internal balun and BNC connector.

Hi Guys, I’m considering replacing the 50 year old RG58 coax in my aircraft while doing an ADS B upgrade. Has anyone ever had experience with replacing the coax in the vertical stab? Specifically I’m not sure if the holes in the ribs in the vertical stabilizer will allow a pull through of new coax without taking the tail apart. Mine appears to have a balun also, which is double the size of normal coax. Any ideas? Thanks!

Cecilia from Brittain sent me the overhaul manual for my PC/turn coordinator which does state that the TC is both electric and vacuum powered. She also mentioned that the 2 filters it has, p/n 123-002-002, are actually a Fram G12 fuel filter with the bib cut off. Interesting...They are currently unavailable from Brittain while they undergo reorganization. Thanks for the electric step info! KB

Fellow Mooney owners, I am installing 2 G5s to replace the vacuum driven attitude indicator(AI) and directional gyro(DG). While pondering the parts manual diagrams and other documents, it appears that the central vacuum filter will no longer be necessary, and can be removed. After this install there will be only the Brittain turn coordinator/PC system and retractable step left on the vacuum system. The turn coordinator has two filters attached to it. I assume that one is for the PC servo air and one for the vacuum portion of the turn coordinator, although I have no diagrams or documents to substantiate this. Cecilia from Brittain Industries sent me some very informative docs but none which explain the inner workings/plumbing of the turn coordinator itself. An overhaul manual would probably have this information if anyone has one. If the turn coordinator filters it’s own air, and the PC system has no airflow, only negative pressure, the central vacuum filter is unnecessary. On my aircraft (68F), the 2 connections that come off the vacuum regulator go to the AI and DG, with a T connection in both of those lines in which one goes to the pilot valve, the other to the primary vacuum bib of the turn coordinator. When the G5s are installed I intend, unless otherwise enlightened, to remove all plumbing associated with the AI/DG including the lines that go from those instruments to the central vacuum filter. Then the pilot valve and turn coordinator primary vacuum lines will be connected one each to the 2 bibs on the vacuum regulator. Since this install involves other radios I don’t feel this is the time to put in an upgraded autopilot, and the PC system is actually working good. Does anyone have any comments positive or negative? I have searched the forum and not found anything on this particular issue, although I may have missed it. Thanks for your time!

Hello there, Do you still have the extra Mooney copilot brake kit? I am interested in it for my 1968 F model.

You might consider installing a JPI engine analyzer which is very helpful in troubleshooting this type of problem. I had the same problem and could tell immediately which cylinder it was by the #4 EGT bar which shot up above all the rest.

This is my first posting...hope you are all having a fine day. Have any of you had any issues with the tailpipe hitting the fuselage during flight? I have a '68 F model. I have tried every combination of tailpipe hangar material, hangar position, ball joint spring tension, cushioning material on the fuselage, etc. to no avail. I called the Mooney factory and confirmed the proper part numbers and dimensions of the tailpipe hangar/tailpipe etc. During flight when the tailpipe contacts the fuselage, there is a noticable vibration. This vibration is absent when the pipe is not contacting the fuselage. The lord mounts on the engine are now about 7 years old although there is no noticable droop of the engine. Any experience in this area would be much appreciated. Thanks!