Vref

It looks like my instrument panel shock mounts have to be replaced . The left panel is a bit drooped. I looked in the IPC but couldn't find details...Are they the lord mounts as you can find in Cessna's ? http://www.chiefaircraft.com/aircraft/installation-supplies/shock-mounts/ld-j6984-8.html from aircraft spruce they look a bit different http://www.aircraftspruce.com/catalog/inpages/shockmounts3.php Looking for some to do/careful guidelines here... Are they threaded into the instrument panel frame? What if the old one is broken off..? Some acorn nuts are missing also..but I guess these are the standard 8-32 brass acorn nuts..? thanks Luc

tnx for the update, still cheaper then installing a 2 to 4 AMU DAC or other GPSS roll system. In Europe we are just starting with GNSS approaches...for the time being I will be using the heading select knob.....when this works of course...

Quote: DaV8or Yeah, there's always you guys with your eBay stories. When I did my panel, I checked eBay frequently for a 3500 and all I found was people trying to sell them at new prices. I have no luck with eBay. Then there was the issue of voltage. I guess the older 3500s are only 28v and I need 14v.

Quote: M016576 I got mine (sandel 3500 w/ sg102) on eBay for 3200 from a bonanza owner upgrading to a g500. Brand new, they are expensive, but some poeple are parting with theirs with low time on the cheap. If you don't need or want a digital ADI, a (used) sandel 3500 gives you the moving map/hsi features/gps integration for a third of the price of an aspen pro pfd and a 8th of the price of the garmin or aspen w/mfd. Lots of capability there... If the software upgrade to a gps is under $500, I might have to spring for it. Maybe... Just maybe... It will be free. Hey, we can dream, right?

Quote: Cris Any idea as to how much this software upgrade is going to cost?

Quote: Bennett For what it is worth, I have the KCS 55 remote compass system, and I use an ICARUS SAM GPSS unit between my Garmin GTN 750 and KAP150 autopilot. Great combination as I can set a GPS flight plan into the GTN 750, and the SAM unit "anticipates" the next way point, and rolls out precisely on the next leg's course. Just a tool, but a good one.

Interesting evolution... http://www.sandel.com/sandel_news_Sandel_Adds_Roll_Steering_SN3500_SN4500.php I know most of the GA people go for Aspen, however for people wanting to keep there KCS55A compass system and wiring makes this a interesting solution...Less invasive and you can keep the KI256 for steering you A/P.... Don't want to start another GAS debate here... rgds Luc

Quote: Cruiser That is the one......... Mooney wants $480.00 for one.

Quote: Cruiser on my KG258, the gage port is connected to a vacuum sensor. It is a small metal cylinder with three terminals on the back. They connect to the annunciator panel. It measures the vacuum system and reports by electrical signal to the Hi/Lo Vac warning on the panel.

Thanks Jose, my point was that in Europe they want everybody to install mode S, in the near future 8,33 is needed in the lower airspace, ADS-B out, you name it... etc....but on some other matters there is a lack of rulemaking .....Over regulation on the wrong end.... So the gage output of KI256 goes to what, suction in or out ? I assume the return line has to go somewher also..? I saw once a picture where the KI256 input is split with a rapco T fitting. Trying to figure out the connection set-uo... The below picture uses two T fittings obviously... thanks, rgds Luc

A Ki256 has 3 pneumatic ports two for in and out and a third is called gage. Does this mean if you want to add a suction indicator that the input needs a T split from Rapco..? Just wondering I am still wondering why I don't have a suction indicator on my mooney with KCS55a and a KFC150 don't have a back up attitude neither... I never would want to fly IFR without a descent back att (electric) and a suction indicator (minimal redundancy) Bottom line I want to install a suction indicator ? Anybody wants to share how the low vac annunciator is or can be hooked up..? In Europe they (EASA OPS) find having two altimeters more important then having a back up attitude for IFR..f.? Very strange.... Looking forward for your thoughts Luc

Joining DAV80R, ordered camguard today after I took a flight in my Mooney, now I can finally peacefully hibernate.......well for a week or three rgds Luc

Just tested my DIY pre-heater today works great! Two 15$ heardryers mounted on a wooden board, connected with two 70mm flexible hoses with a length of one meter each. I run the hoses in the cowl flaps and in twenty minutes my engine and oil feels fine...;-))) rgds Luc

600 Ft ceilings storm winds up and rain don't help much neither to prevent corrosion...In stead of ground run-ups for lubricating the engine and getting wet meanwhile I prefer a cheaper method ....camguard may be that solution.......I wish we had Californian weather over here from time to time...though If we we can hang in for while we might just have it......well if the low countries are not flooded with this global warming thing.... enjoy ur flying Mitch grrrrrrrrrr

Well, I have been investigating this camguard for a while now. The next two months my flying will be less due to weather. I am going to give it a try with camguard. For the European Mooney Pilots, I have located a distributor in Luxembourg ..GA Maintenance located on ELLX I am using W80 plain so adding some corrosion protection will not hurt I guess...... I looks like there has been some engineering behind it....straight mineral Oil doesn't protect much against corrosion I have seen recently a seneca III beautiful aircraft didn't fly enough so it had camshaft corrosion...$$$$$$$ to fix... I am not an oil scientist so I am not going into further chemical formulas... rgds Luc

Quote: Bnicolette Vref, Thank you!!! Newark had them under the part # 7330 and got a box of 10 for $10.43. What the heck, I'll put the rest in my fly away kit. The MSC's wanted $6 a piece for them, which is okay, but might as well get a couple more for the road.

Quote: Bnicolette Well, went out to the airport today and took off my glare shield (although I didn't need to), and removed the two bolts on the annunciator panel. Pulled out the face plate and had access to the bulbs. Picture below. Pulled out the "landing gear down" bulb and moved the "gear unsafe" over to the left and sure enough, it worked. Thankfully, it turned out to just be the bulb. Now, to locate one. Both Weber and LASAR stock them.

The floor is a mechanical pointer which is in fact a piece of metal that moves (rotates) with the bell crank. If the stripe is there physically your gear must be down unless there was something wrong with the rigging of the gear. The overcenter locks may still be off ..There was this video of the mooney taken off in New Zealand when the nose gear suddenly collapsed...I suspect that the nose gear overcenter was not correctly rigged causing the whole thing to fold down...After this happens I very detailed examination of the bell crank is required IMHO as this happened to the previous owner of my aircraft : the nose gear collapsed with a secondary collapse of the right main gear on grass. during the overhaul we noticed that the bell crank was torded due to the forces of couse we replaced the whole bell crank........ I post this picture (after its removal) indicating that this item is crucial in the whole gear mechanism ...note the torsion of the tube...which had to sustain serious stress...you can clearly see the visual pointer and attached lamp. In addition two years ago there was in the UK a gear collapse after touchdown of a mooney after investigation the UK CAA found out that the link (metal) part of the nose gear was inverse mounted causing a bad overcenter nose wheel lock contributing to the collapse of the whole gear.(The pilot clearly selected gear down had the annunciator light coming from the gear down limit switch)....If I remember well there was a recommendation to improve the drawing in the maintenance manual.... rgds Luc

Quote: sreid It sounds like yours might not be working correctly. At least on the R model, and the one J model I fly, it does not turn off completely with nav lights on, but does get very dim. There is a guy who flies out of my home airport, who was new to Mooneys. He took off in the morning, in night conditions, with the nav lights on. Flew about six or seven hundred miles while the sun came up, and had the tower at his destination send out the emergency trucks because the gear down annunciator looked like it was off. It was actually working fine but was very dim and the sun was bright in the cockpit. Steve

Quote: maropers I used front panel express. The software is free - you lay it out and they will machine you a panel complete with paint filled etchings IIRC I spent less than 250 for both sides. I've got a folder in photos showing the panels. http://www.frontpanelexpress.com/

The place where I converted to a J (it was a rental mooney) not landing at full flaps or doT&G was no option. Try landing with half flaps an you will eat grass at the end...btw the RWY was less then 1800 Ft. my 0.5 eurocent on the subject. What I have learned from several hundred hours gliding you land with less then full flaps when the wind is really blowing allowing better controllability during the flare. Control input to maintain attitude is less with half flaps, however you pay for it landing distance .....however with the mooney I don't see much of a point in not landing full flaps all the time....its a stable platform Luc

Did nothing but T&G during my J conversion about 30 of them I landed full flaps and did not touch them till back airborn....During T&G training your not full loaded in general. I never had a feeling that the aircraft wasn't climbing well...The trick I believe is to get rid of the drag of the Landing gear out asap....

How about tools for pre-heating your engine...;-)?

pontus I feel your pain...a lot of work to get to the core of the problem... hope this helps a bit the excellent clarifications from maropers... Luc

OK...added mine, third place on the old continent... luc