Igor_U

Rod ends on NLG are typically standard parts or Heim Bearings (now RBC Bearings) part numbers. Years ago my IA and replaced a lot of parts and associated hardware and I just googled P/Ns searched for parts unavailable at LASAR and better price. Most parts came form MSC but even some Mooney specific P/N were procured form other sources that have them in stock for years.

Interesting, PDF POH #1194 I have for 1967 M20F performance data starts at 2500" MSL where surpassingly max power is 97%. Max speeds are 191 mph (166 kt) at MTOW and 197mph (171 kt) at 2300 lb. I dodn't have access to POH in my plane but I believe it's the same. I doubt I can reach those speeds with my modified F.

Well it actually a three surface configuration having convention tail, wing and small forward wing like classical canard would have. Theoretically this configuration has lowest trim drag and plane is fast, 400KT up high. My IA maintains one (and second coming) for Part 135 outfit. Beautiful plane but the other day I found out that one rebuilt brake assy cost $53k! Ouch!

Year and half ago, when ordering rebuilt IO360 turnaround was the same for IO390. Price was higher, though and I would need a different prop that goes with STC so I quickly decided for IO360 A1A.

This is to be expected as PMA part has a different p/n and even looking the same, might not have the same issue due to different manufacturer or process. Also, it does not have to be exact copy of the part. Good examples are LASAR parts like Manual Gear lock is a their own design and is machined out of Al plate while original part is, I believe, casting.

Well, my IA was OK with it, as it is not in TC equipment list. He made a logbook entry and I already had a vacuum gage installed so I used the opportunity to move it to Pilot's panel.

I like it. Mine is similar but with black and silver. When I did my paint shop research (some15-16 y ago) I was told by one of the better shops that on the Mooney we should have N numbers slanted forward on both sides. I went with that and I'm not sorry.

One option is to remove the (expensive) switch and wiring and install vacuum gage on the panel.

By a dying cylinder, do you mean shot piston rings would leak oil and foul the plug or some valve issue? I'd be interested to hear more...

I never heard complains about oleos from Piper or Bo crowd or such; to my understanding their service is pretty straightforward. As Mike mentioned, Al was an original CB. This design was first used (that I know) on Mooney Mite and later on m20 and it's all simple tube welding, with no outsourcing and no SCM of today; it could all be done at Mooney by their welder manufacturing the tubular frame as well . What might worked good in 50s environment of cheap labor, it becomes quite expansive over more then half the century, hence Mooneys are not built anymore. I think it's was a simple design that factory could build it themselves, albeit quite labor intensive and not that great on hard landing or rough runways...

??? Where am I? Cessna space? Joke aside, you should NOT see any speed reduction going from 65% Best power (100 def ROP) to 65% best economy (20 ROP) as the same power results in the same speed. Speed reduction means you are applying less power regardless of the fuel burn (efficiency). I think Red Baron is asking a good question: how can 65% 100ROP have the same MF and RPM settings as 65% 20ROP (wherever best economy is as per Chapter IV)? In my book, it can't! if you start rich and go to peak or LOP, you will lose power and will have to compensate with throttle (or RPM increase) to achieve same speed. As mentioned, curve between 100 and 20 RPM is sufficiently flat and flight testing in 1970's imprecise to showing old gages but speed will be the same as both settings are 65%.

As Scot already said, DIY. I didn't install EDM 900 but the EI CGR-30P and it took me two weekends so, perhaps 40-50h. I found it's quite an easy job albeit it takes time. I took opportunity of removing all of the old original engine instruments as the my engine monitor was primary but at the time I didn't change (redesign) an instrument panel, I just install the blank plates. New panel was installed later with ADSB transponder. I managed to reuse the existing hoses oil and fuel pressure sensors installed on the firewall but no idea what would you need for EDM. Try to get the install manual in advance and study it. It will tell you what you need to purchase and how to proceed which will speed up the install. I didn't think i needed extra wiring and connectors, EI was quite good with that. I needed to create a sheet metal shelf to support the CPU box but that was easy with sheers and power drill. Good luck

I really don’t think they sell anything. Their own navigator line got discontinued after basically zero sale. They are supposedly selling rebranded Avidyne IFD navigators but you really can’t see them being sold as such. It’s really puzzling to me: Honeywell aerospace is world leader and installed in Gulfstreams, Bombardiers and Dassault business jets but they lost the plot and can’t come up with anything in piston planes. Not even with basic customer support and communication. Sad state of affairs ot BK…

It seems all the B/K purchases turn into death kiss for the companies and products involved...

Sold and shipped. Thank you.

I used 7050 sheet metal as 2024 t3 was not available at the place that water jet my panels. IIRC, thickness was .125" for pilot's panel and .100" for copilots. I just measured the existing panels and used the same.

Are you camping at 66S or just visiting the area? We've done a camping few times (last time this july) and planning for another trip next weekend or Labor Day. It's a great place and you can see interesting planes coming in for lunch or to stay couple of days.

I just received the email from aircraft Spruce that they have Trutrac (Bendix King) Aerocruze 100. It's an interesting digital unit and there are couple of threads about it on MS. You might look into it. I am certainly curious as I have working PC system with Accutrack II that is not really supported anymore.

Wow, speaking of old panel... What is the Mooney marked radio on the copilot panel? Narco? Does it work? I recognize the old paint job. I always wondered how my 67F was when left the factory. It seems it had some yellow trim but can't say for certain is it was painted over in early 80s and then again by myself in 2007.

Towing limit decal? Did you try LASAR? Or you can make your own... https://lasar.com/placards-decals/decal-towing-limits-bars-150056-a2022r

Ross, according to equipment list it certainly came from factory on my 67F.

Plane has to be on the jacks to retract the gear and remove the switch. i can't see another way but then it was annual time. I also removed the small plastic trim piece in front of the down lock...

Sheriff, Just yesterday, while completing the annual inspection, I spent few ours on my back under the panel diagnosing the landing gear warning system. Lights were working OK sometimes red would be somewhat dim. On mine, the horn would not sound with gear up and reduced throttle. Horn was tested good and seems that issue was a manual gear switch (BZ-7-RWT80). I had some really inconsistent measurements on DVM - output going into Throttle position switch was 8.9 VDC that would go down to 1.0. Removing switches and cleaning with contact cleaner brought the Horn up to life and scared me to death! All working now. Anyway, googling the switch p/n showed it at Grainger for $25.00. I might just buy it for a spare. Our plane (born side by side in the factory) are well over 55y old and electrical connection can have a lot of corrosion, switches warn and such… Good luck solving your issues.

Nice! Those look like original control wheels. I wasn't aware he would did those as the website had pricing for a 201 style yoke.

If he wins Powerball, he can afford newly built Acclaim Ultra...