drapo

Sorry to mention it, but BK is not the only one being delayed by the FAA process, Garmin has the same certification delays for the 1965 and younger M20 C,D,E, F and G!

@Oscar Avalle Here is the link to the E5 installation manual: https://aspenavionics.com/images/resources/900-00041-001_E_EFD1000_E5_Dual_EFI_Installation_Manual.pdf I'm also looking at adding an Aspen E5 and getting rid of the vacuum instruments. My reading of the installation manual is that it is allowed under certain conditions. Here is a drawing from the installation manual to explain it, as I read it, if your installation is done according to certain guidelines, you can delete both the AI and the DG and replace them with the E5. The condition is to keep the Airspeed, Turn coordinator, Altimeter and the whiskey compass. Am I reading this wrong? E5.Req.Inst.pdf

I replied to the survey. One things that I don’t like about today’s avionics market is the lack of compatibility from one manufacturer to the other. Add-on and upgrade avionics should aim for a greater audience and be compatible with a range of EFIS and FMS. My 2 cents!

I would think 80k to 90k, US that is, would be a fair deal for both on this airplane. Lots of money to be spent on the panel to get it up to today standards, but if the price is right and all other things are ok, I'd offer that amount. Just to compare, this 231 is for sale, outside Montréal, old radios but new paint and low times on engine and prop at $138KCA(around $100KUS), Ads in French but still readable! : https://www.lespac.com/terrebonne/vehicules-aeriens/mooney-m20k-1979_116620019D0.jsa?searchCriteria=L3NlYXJjaC9yZXN1bHRzLmpzYT9sPTEmYT1tb29uZXkmaT0xJmRoPTAmaz0xJmU9NDYuODE2NjcmZj0tNzEuMjMzMzMmaD0xJmc9MTUzOTgmZ2Y9Mjk3Jmo9MQ&navigationInfo=YT0wJmI9MiZjPTEyMTYwMTAyOFMxMTY2MjAwMTkmZD0w&requester=SCH Could be worth a look or just to help compare!

Even the «Greatest» Installation of Rudder Cable Guard AUGUST 10, 2020 SERVICE DOCUMENT NOTIFICATIONS PRODUCTS AFFECTED: GFC 500 Autopilots with Electronic Stability and Protection installed under Part 23 AML STC (STC SA01866WI, Master Drawing List, Revisions 1 through 37) in the Textron Aviation (Cessna) Model 172 are affected. CERTIFICATION AUTHORIZATION: AML STC SA01866WI COMPLIANCE: MANDATORY: Compliance with this STC service bulletin is mandatory at the next 100-hour/annual inspection, not to exceed 6 months. PURPOSE: During certain aircraft operating conditions, the co-pilot side main rudder cable becomes slack and may fall below parts of the electrical connector for the pitch servo. When the cable tension returns, the cable may remain under one of the electrical connector screws.

I've met Bob just a couple of times and maybe I kind of met Nancy in the back, standing by the man. Just wanted to say that, Nancy you are still part of the Family. Bob was a gentleman and made friends just by being himself. As I said, wasn't close to him, but had some respect for the guy! Will surely contribute to the fund in memory of a great Man !

For sale! I bought this B11 Accutrak II controller new old stock last year. Includes rack and connector. Originally, it was to replace my B11, but ended up being the electric connection that was faulty. Cosmetics and functionnality 10/10. Just thought someone might need this! $350 including shipping USA and Canada.

Not a turbo-normalized engine, but had my IO360A1A overhauled last year and used Shell Mineral 100 for the first hours of break-in using Lycoming's procedures. Took a lot of discipline to monitor temps and make sure not to reduce power too aggressively and fly nowhere for hours. But after 15 hours, oil consumption stabilized and I have used Phillips66 20W50 ever since and consumption is at around one quart of oil every +/-20 hours, so well worth the extra care!

Everything seems to work Ok, including the PC and the manual Turn control. When it is on Accutrak, it will leave the selected track on a left turn after a a few minutes, as if the servo or the input gets tired of figtiing the stronger right side. I was planning on recalibrating the servo control valve at next annual but found this damaged tubing and was wondering if it had anything to do with it.

Lots of patience, been with the same lady for almost 40 years, still can’t handfly her and could use an autopilot

Or.... I could wait for TT/BK...

So for some times, I've had some problems with the Brittain Accutrak autopilot and would do some troubleshooting on my free times but not intensively since I hand-fly most of the time and I was going to replace it with the TT/BK soon to be released () digital autopilot. This week, while I was inspecting the battery compartment and the ELT, I decided to have a look at the gyro and, lo and behold, found a tubing that was almost completely gone! That tubing goes from the gyro to a filter in a dead end. For those who are familiar with the system, could that single tubing be the cause of the problems?

One thing to remember about the TruTrakVizion/Aerocuze100 offering, it is already flying on several Cessna and Piper airframes and the servos and control head will be the same as the Mooney, the only difference is the location of the servos. Airframe have to be individually certificated by the FAA and BK is at the final step of that process for, at least, the short body Mooneys as the system was installed and tested on a M20E. When I visited the factory, I saw the test plane and the installation and also the servos and control heads that were being produced, so it's not a unicorn! I own an IFD540 equiped Super 21 and the only real option for me is to wait for the Aerocruze100. AccutrakII is still working but I miss the altitude portion of an autopilot. So I guess I'll have to wait for it!

Don't know if it's an urban legend around the mechanic's world, but word has it that you can overhaul a Bendix magneto for ever while Slicks aren't good candidates for overhaul.

This guy from Blaine, MN runs an ad as a KX155/165 specialist. Never dealt with him, maybe with worth checking with Msers from around there! https://barnstormers.com/classified-1584254-your-KX155165-specialests.html

Met him once in Oshkosh and will remember a real fine gentleman willing to share his experience and knowledge with others. Mooneyspace won't be the same without Bob.

I react that way every time a new post shows in this subject thinking it’s the official announcement of the FAA final approval for Mooneys

I'm not sure about using the M20E normal tanks dipstick with the bladders. I would have leaned and usage for your flight would have been around 7 or 8 gallons total as take-off and climb use more than cruise for an average of 10.5GPH. Finally, about the 1.5 gallons usage on the other tank, could be that there are wrinkles in the bladders and fuel dispersed itself during the flight or simply that you used your checklist and switched to the fullest tank during your pre-landing checklist. Hope it's one of those things and not the dreaded fuel leak in a bladder!

@digits Out on the West Coast, a 1964 C with good time and equipment that might be worth a phone call! https://www.kijiji.ca/v-cars-other/dawson-creek/1964-mooney-m20c/1508125916?undefined

Hi there fellow Canuck! I'm sure there is a Mooney out there for you, but finding it will be an ordeal, especially with your expectations... A C for $60K is possible in Canada, but maybe not with a GPS and maybe with high time on engine and prop and those details will catch up with you later on... I don't know where you're located in Canada, but there could be some partnership available in your area and that could be your best ticket to the Mooney world, especially if you're teaming up with an experienced Mooney owner who doesn't fly as much as he used to! You could also look at importing a Mooney from South of the Border, which I did some 10 years ago. Costs aren't prohibitive, maybe an added $5K or so, but the process is a bit nerve wrenching, but finding the right experts is the key. Good luck in your search!

Here are the pictures, as I said, the bracket is the standard one and is attached to the subframe underneath the panel.

And not even upward compatible with their own products, like GNS series vs GTN!

When I did my overhaul, I was given the choice of new Lycoming cylinders, overhauling my 1970´s first run cylinders( +/- 1500SNEW) or 2010’s 500SNEW out of a IO540 from a R44 Raven ll that was getting a new engine, I chose the latter and everything is fine after 60hrs and stable oil consumption (15hrs/qt) after first oil change (Mineral 100 to Pillips66 20w50). The Overhaul shop (Aero-Atelier CSL3) told me that their inventory for angle valved cylinders is now filled with R44ll´s low time cylinders and that is driving the price of overhauling a IO360A1A down a few thousands. He also only installs new coated camshaft for all Lycoming.

Not ignorance but maybe imprecision! You are comparing totally different airplanes then I was. When I bought my Mooney, I was shopping for a $50k airplane. For that money, I was comparing a mid-sixty four bangers Lycoming Mooney with a mid-fifty V-tail Bonanza with elecrtic prop and Continental E185 or E225. Even after your emotional plea, I still think my Mechanic was right to steer me away from a 1950’s Bonanza and recommend a 1965 Mooney and I’ not affraid to say it outloud, especially on a Mooney owners site!

It’s a pretty standard brackett, I’m flying tomorrow, I’ll try to take some pictures! I don’t play much with the propeller control, especially in turbulence, I’ll it the throttle first. But I kept the protector anyway, just in case!