jamesm

I have tried creating my own spreadsheet it seem like every year however much like a new year's resolution I never seem to finish it or I get side track or keep changing the formatting of the spreadsheet. The last time I tried to do AD's search from the FAA AD's (DRS or whatever it's called) web site, it seem like when I did Engine or Appliance AD's, I was getting varying number of AD's from the search output. I would try putting in say serial number or no symbols in part number / model number as means method as a cross check to verify number of AD's were correct and valid. Since I wasn't getting the results that I was expecting I am suspecting the my search strings are causing issue with the search engine, or am I missing something? Also helps foreknowledge of various history of the Engine and appliances manufactures. The reason I am asking as I hoping to do a check ride this year (fingers crossed), one of the DPE was asking see AD's and history. Now grant most DPE's may not look to this degree AD log but I figured if I used well known AD database it wouldn't cause question. My thought was if I did outside AD search say every 5 to 10years it would be a way cross check my work make sure thing don't slip through the cracks. I am looking into getting my IA in the future but haven't decided yet. They are getting hard to come by. Thanks for everyone's input. James '67C

Is there known good aircraft airworthiness directives service subscriptions or method that people use or Suggest? or one's to stay away from ? Thanks in advance, James '67C

Another thought..... is that Maybe they just want to clear up reoccurring AD's and get them down to one. (depending vacuum pump and ignition switch replacement status). Then it would be down to one Greasing the landing gear as the only reoccurring AD (if I am understanding it correctly). Either way I could see why it's a concern. James'67C

I believe this statement to be correct... The ol Delco Remy 50 amp generator is pushing 10 times plus the amount of current through it's spinning brushes and commutator circuitry making it heaver but produces cleaner power (without less external filtering circuitry less whining) but also needs to be spinning faster (coming in speed) for it to charge the battery , as oppose to an Alternator which spinning the field circuit much lighter in weight and pushes something way less than 5 amps of current for the field circuitry. James '67C

I guess my biggest problem is that I am a hardware guy stuck in the software world. I have both the GNC255(VOR,ILS NAV/COM) and GNC355(GPS/COM). As newer technology comes out so does the components short life cycle that goes into them. The GNC255 has given me no trouble and I believe that the mic gain are controlled by old school potentiometer with some software adjustments. The GNC355, I have had some problem with the Mic gain issue, this all set through software setup. It is different for the Mic gain adjustment than I am use to, when I ran the sound board at church. One day I was extremely fortunate when I called into Garmin, I happen to speak to one of designer of the GNC355. He knew exactly what my problem was and was able to give me a fix / workaround . What was happening with GNC355, I would set the mic gain through software setup something like +6db or +12db and Com transmission was fine but when I flew somewhere and say I went to lunch shutdown the plane. But when came back after lunch startup the plan the mic gain would return -12 DB ( or what ever minimum level was) but no body could hear me transmit. This could be huge problem depending on what airspace you fly in. This was real head scratcher of a problem since I had two different unit acting the same way couple different people inspected all my wiring all and the quality cables connectors ,coaxes and workmanship no problems found. Supposedly there a real small percentage with this problem I was lucky enough to get 2 of them. Since then Garmin has fixed the mic gain issue through a firmware update. I think I had one first ones off the line. I have very little complaints about either of the units. At time there wasn't very many choices for new NAV/COM's. but with High priced Avionics, certified requirement and short life cycle for electronic components obsolescence makes hard to fork out money when what you have works. For what it's worth, James '67C

I tried saf-air but was have troubles with thread engagement wound up finding a fuel drain made by MDI <I think that was name>. LASAR sold in the late 90's/early 2000's not sure if they still the either SI / SB kit, which had you re-located fuel drain and you riveted in specially modified nut plate and the MDI fuel drains. I think we use Fuel Lube or EZ Turn lube which my IA suggested. don't quote me on this my memory can't sketchy at times especially passwords and user login's but it looks like chief sells them. Double check thread diameter and pitch but I seem to recall F391-53S to be correct. https://www.chiefaircraft.com/mdi-f391-53s.html Note: I have been told that their are fuel drain out there that may fit but there drain hole in the fuel value body is higher which means it may take a lot water at the bottom of the tank before see it. which would be really bad. Hope this helps, James '67C

For draining your oil filter some use pvc pipe cut in half or 3 ft or 4ft aluminum angle 6061T6 ALUM ANGLE 1X1X1/8 from aircraft spruce 03-48000-4 or a like works great for my '67C. Old Picture I don't need to remove SCAT hose.

Not a CFI but have a '67C (Manual gear/flaps) @ RNT. We could go up if you are interested. James '67C

why did they switch to bolts as opposed to the tapper pin ? is the bolt method approved ? Thanks,

My 67C had big clunky rheostat in the overhead position. a bit pricey but I re-wired most of my internal lighting it now has a mixture of both LED and incandescent lights on one dimmer circuit. The 2nd dimmer circuit controls the Engine Monitor and Avionics background lighting. They use PWM (pulse width modulation) for dimming much lighter and looks much simpler than later model Mooney's with all that extra dimming circuitry. In My case I am not dropping all that current across the big fat rheostat. https://seatoneng.com/wp-content/uploads/2020/07/Seaton-Eng-Brochure-2020.pdf Seaton Engineering's max dim unit 9100-001-B ~ $340 - $375 range Hope this helps, James '67C

i may have one. let me check

my untrained eyes can't tell make and model of the Propeller you have installed. Hartzell ? HC2????? and what model of Hub ??? or is it a McCauley ???? or ????

not sure what your setup is that you have with your GFC500... My setup is 2 G5's GNC255(Nav/Com), GNC355(GPS/Com), L3 NGT9000 +(transponder /ADS-B), GFC500 2 axis with pitch trim, GMU11(Magnetometer to CAN), GAD29B(A429 to CAN),GAD13(OAT to CAN) in a '67C Mooney. I really haven't too many problem with the G5 system which have installed since 2016 for the G5 ADI and 2017 G5 HSI display. just tough ones. I have experienced two different types of G5 failures. The first was just shortly after the GFC500 was installed which was about 2 years ago. The G5 ADI display would randomly fail. The Garmin Service Center and the avionics Guy was ready to give the plane back to me since they where having hard time reproducing the problem. They happen to catch G5 fail during the self test. This was intermittent failure and would randomly fail so it wasn't every flight it failed. It was bugger to catch. Garmin sent a RMA G5 which failed then they sent a recondition G5 which lasted about 2 years absolute trouble free until about 2 to 3 months ago. you could reset the electrical power to The G5 and GAD29, GMU11, GAD13 it work fine for the most part but then it start failing at more random bias. This is where I learned about value of the Data Log files on the G5's. Their data logging seems to be pretty bullet proof. While I don't know how to interpret the error codes of the Data Log files their error logging happen at the time of the failure. This last time which was about 2 months ago I had to take into Garmin Approved service center again for help. It was slightly different error codes than the 1st time failures it was more common but at different flight regimes. The HSI G5 display would revert to the ADI display without user input. you could power off the HSI G5 display then back then it would be ok. The two times I did catch the HSI fail i noticed that the OAT would pop up a red "X" just before the HSI G5 would revert to ADI display. between G5 system failures and while trying to get it to more predictable failure mode. <unrelated> I decided to removed L3 NGT9000 (transponder /ADS-B) The L3 NGT9000 would continually drop traffic on the Ipad and annoying TAS fail message. So I installed GNX375(transponder /ADS-B) so get more screen fields. <back to the story> My Avionics Guy gave the plane back to me, along with the help from the Garmin couldn't reproduce the problem or come up inclusive evidence of the cause of the failure. Garmin had them open all the connectors and realign the GMU11 and go through the G5 installation and setting procedures. It would fail just about every flight prior to me taking it into my avionics shop. it has been about 6 flights but has not failed yet. Hope this helps, James '67C

I have an EI CGR30C&P with EI Fuel Flow sensor I had changed over the years from a Insight G3 then to CGR30C but had the Insight Flow sensor a few years ago swapped it to EI Fuel Flow sensor in a '67 M20C carburated engine. I usually only fly about 1hr to 1.5 hrs occasionally do the longer flights were I require fill up to get to my finial destination. I am seeing about 1 gal to maybe at the worse 2 gallon difference between Fuel totalizator and the actual tank quantity reading . I have played with fuel flow K-factor before but found it real time consuming for the results that I was seeing. So I am curious to know other people's with their various Engine Monitor installations and setup's what kind of fuel flow accuracy Fuel totalizator versus Fuel Quantity after a flight? Thanks in Advance, James

If I am not mistaken the internal G5 GPS uses a not WAAS antenna (if connected)? I believe it’s not required ). I used the antennas specified by Garmin at the time of my installation. G5 non WAAS Antenna /com combo antenna GNC355 WAAS/com antenna. All new RG 400 coax cable was installed at the time of installation. As far as I know have had any antenna issues.

I believe that Garmin uses RS232 steam which contains GPS position. I some GPS formats you can connect your laptop RX and ground and using PUTTY application like and watch GPS position spit out. True ARINC429 has 32 bits and uses 8 bits for label for the position among many other labels. I have Dual G5's (which speak CAN and RS232 Serial) and GNC255 Nav/Com (speaks several variations of Nav signals, serial RS232,and I think A429), GNC355 ( speaks serial RS232 ,and A429), GNX375 ( speaks serial RS232 ,and A429, gray code) and as others have said the GAD29B converts A429 to CAN. So the G5 can understand ARINC429 signals. I suspect that's why Garmin isn't using the ARINC429 label field for position.

Yes Pete you are correct poor choice of words on my part. "Next leg on route" = Flight Plan - From/To/Next

I have always have had issues with my L3 NGT9000+ installation for about the last 6 to 7 years and finally got tried of my Ipad traffic randomly becoming disconnected and TAS message left over from the original installer installation who orphaned me. As a professional instrument student, Should the day happen when I actually do take my instrument check ride .... I don't have go through explanation with the DPE why the NGT9000 has many error messages and why I have not address them, also I had several incidences on the NGT9000 while on the go around my finger hit the Altitude button putting effectively turn off my mode C reporting causing alarm with ATC, both are a story for another day. I am curious to know what people have configured as fields on their Garmin navigators. I have a GNC255 (NAV/COM) ,GNC355 (GPS/COM) recently removed the L3 NGT9000 in lieu of a GNX375 (GPS/Transponder) , 2 G5's and GFC500 A/P. One of my reasoning is adding another navigator gives me additional 4 fields to configure. So I didn't have reconfigure in flight. Maybe 8 fields is over kill might as well have functional panel space. Curious to know people's rational as to what fields/screen configuration(s) they have chosen and what they think are the most relevant for IFR training versus in practical world instrument flying? I have been looking at people's map page setup / configurations to get a better idea. Below is what I have configured. "Next leg on route" = Route leg's page. Thanks in advance, James '67C

If I recall correctly there was an AD on Engine Mounts for welding in new gusset. I think it came out mid 70's not sure if it's applicable to your situation. Here is the AD # 75-09-08 04/30/1975 M20B M20C M20D M20E M20F M20G M20J Engine Mount Members Modifed 05/01/85

is there such thing as color matching in vinyl wraps?

I guess I had never thought of that I had only seen early model Mooney's with that look from pictures from a far.

I have been admiring the rounded cabin window corner look on early model Mooney's. I believe 64 or 65 and later is when Mooney came out with the square corner look for the rear cabin windows. I am curious to know the secret in the labor and technique in making that look. Thanks in advance, James '67C

Well you could leave the old prestolite starter in if it is an earlier model Mooney's should be plenty of them on ebay or where ever along vacuum pumps and Magneto, tube Narco radio's.

Not sure if Mooneyspace has a section for troubleshooting tips ... Skytec, PlanePower , SureFly and Zeftronics has some of the best troubleshoot guides. To my knowledge are almost spot on and informational. The only problem is that "they" (proverbial they) who are on the web someone who is irrational and has OCD are always in charge organizing internet links. so when you really really need them you can grantee that they have move them on you. rendering bookmarks useless. https://skytec.aero/aircraft-starter-performance-issues/ by off chance in the Mag https://www.aircraftmagnetoservice.net/magneto-troubleshooting-guide here is one Alternator probably doesn't apply to your situation but in the future someone else does search on Mooneyspace it might take them to expired hyper links adding to their frustration level since someone has moved the hyperlinks https://planepower.aero/wp-content/uploads/2018/02/Troubleshooting-Single-Engine-Externally-Regulated-Alternators.pdf by off chance Surefly Mag https://www.surefly.aero/_files/ugd/712b87_36ba3f9bb0054363ac1baff6002b5f8b.pdf Looks like Zeftronics you have email to get the troubleshooting guide or something or their web site UI sucks. Somewhere I have downloaded their troubleshooting guide(s) rant OFF

Don't rule out a CB going bad or intermittent. A long time ago I had the ignition/ Cigar lighter CB go intermittently bad. I took a while believe that CB since I rarely get good connections through the cigarette lighter connectors. So I automatically assume it was just bad connection. I broke out a meter a found that CB didn't have a hard fail but an intermittent one. I took a while to figure it out still annoyed and embarrassed me that it took me so long to find the root cause of my problem. I still stings a bit to this day.These were the OLD red button style CB the part/model/series number Kilxon escape at the moment they are big in comparison later Kilxon model 727x-x-x series that are about 3/4" tall 2" long. Hope this helps, James '67C