Igor_U

Rick, Thanks for the writeup. Designer Chris Heintz was certainly different then others. Does it has hinge-less ailerons like some of his experimental planes or is more conventional?

Jerry, I believe so; at least I seems to remember reading that in Larry Ball's book "Those remarkable Mooneys". BTW, Does anyone know what happened with his daughter's effort to release the book again? :

Don, I have a DC headset with Headset Inc ANR and I don't think there's a stereo/mono switch like on other headsets... I used them for years with no issues with sono KMA24 and stereo PMA7000 audio panels.

This was confirmed to me recently by Hartzell (plane power) support; specifically 14.2V +/-.3. Plane power troubleshooting is here: https://planepower.aero/wp-content/uploads/2018/02/Troubleshooting-Single-Engine-Externally-Regulated-Alternators.pdf

yes, that's correct. In originals install pedal would be mounted to the other set of holes (nut visible on bottom left ) and brake rod end on the pedal hole you circled. Now, that you mentioned it, I wonder what I have in my 67F. I spent some time under the panel but never paid any attention. I am 6'3.5" and always move to the seat to the last stop on the seat rail and in flight I slide the seat to the pin stop for more legroom. Sunny and 29 deg. in SEA - too cold to spend any time in my hangar these days...

yes, I believe that is correct - I didn't really look at the IPC to see how the pedals are installed on my airframe. The pedals look the same as on my 67F but I have no picture to confirm...

It took me a while to understand the drawing and PL (I'm a 3D CAD guy) but now I get it: You have a 1.5" extensions installed - if you look at the Sheet 1- install -501 - it says that p/n 720114-1 is 1.5" extension... - that is the black part on the photo that has the rod end attached to. I hope this helps.

Oh, no! I hope he's flying down.

It looks like it's CallAir B-1. See: http://www.callairmuseum.org/B-1.html

Hmm, I think you are referring to Angle valve cylinders in IO360 (200HP) vs parallel valve cylinders in O360 (180HP). BTW, there are also parallel vale IO360 (180HP) as installed in C172SP. Narrow Deck (ND) engine are older and sometime in mid 60-s replaced by WD engines. My 67 M20F (built in October of 1966) already had original WD engine. To my understanding difference is in thickness of cylinder flange; same time accessory case is slightly different and the camshaft as well. Don't even ask why I know that... For OP, S/n number and/or call to Lycoming or competent engine shop will tell what he has... I really don't remember if ND cylinders are available as my original engine was WD...

I would be surprised but I really don't know how it was done in a bad old days. We are doing much better flight testing it today with artificial ice shapes made out of composite and foam of various irregular shape closely matching real ice. Six by four wood certainly is not good representative...

Same on mine (s/N 670091). Also, we can easily remove seat backs by pulling spring loaded pin. Putting those back is very difficult though and takes forever due to limited access and visibility of the mounting bracket and hardware...

Off course. Actually, Lycoming SB says: 1. When the overspeed occurrence is less than 5% of the rated engine speed, the recommended corrective action for all engines is as follows: a. Identify and correct the cause of the overspeed. b. In the engine logbook, record the overspeed incident, any inspections, and corrective action. So, they say recommended, for 5% (or less) overspeed. OP had overspeed of only 50 RPMs... YMMV. On my old engine, my max RPM would reach 2700-2710 on a takeoff . The new engine/governor is set to 2670. I need to tweak it and gain those 20-30 rpms on a takeoff. I really hate going over the redline as my CGR30P monitor has warning lights that start flashing.

I would consider cutting the new panel instead of blanking the nonstandard holes... It looks much better. Any water jet place could do it and it wouldn't be that much. I used the "Big Blue Saw" and they even have their own online CAD tool to design the panel which I didn't use. Great prices and they ship fast; well they did couple of years ago.

Dan, I just mentioned rolling diaphragms from Bellowfram in another post. Download their catalog and you should be able to find one that is similar or same as the one on Brittain servos. Try p/n 3-350-212-DCJ or 3-350-280-DCJ; those can't be that expensive. Disclaimer: I haven't tried this since my servo's are all good but would like to. I might by another, correct servo for flight controls and try to OH it. Good luck

Very nice set! Looks similar to LASAR visors in my plane. If I were looking for a new set, I'd spend extra $20 for black anodized set.

Following is the message I received from Dynon: Hello from Seattle, With 2021 coming to a close, we wanted to give you an update on our Dynon Certified programs. First, thank you for your partnership. 2021 is Dynon Certified’s best year yet, and that’s despite autopilot approvals taking longer than expected and the current supply chain crisis. We are really excited for 2022, even though there are tough challenges ahead. There are two specific challenges that we want to share updates on. First, the Bonanza 36 series autopilot approval is taking longer than expected - over a year longer. The reality is that although we’ve been “done” for months, we are not really across the finish line until we have our signed approval documents from the FAA. Their final reviews are taking much longer than we ever expected. Over the past couple of years, progress with FAA projects has slowed considerably. Related, the resumption of shipping SkyView HDX displays is tied to the Bonanza 36 autopilot approval. Earlier this year, we made a minor internal change to SkyView’s display hardware that required certification. For multiple reasons, including efficiently packaging projects to work with the FAA, we decided to include that revision in the Bonanza 36 project. With a lot of schedule slack already factored in, this should have been a transparent change to customers. The approval should have been in hand long before we ran out of the previous hardware revision. Unfortunately, with the certification delays, that is not what transpired. As a result, Dynon Certified displays are currently backordered. Where does that leave us? As of right now (Dec 16, 2021), we believe we are waiting for final FAA signatures. There is a chance that instead of the signatures we need, we get additional requests for information. But we have closed out all of the FAA’s outstanding documentation requests. Whether this means that we’ll be able to ship in days or weeks, we can not honestly say. What we can say is that once we have the approval, we will be able to ship displays immediately. We are preparing our manufacturing operations in advance of approval so that we can rapidly clear out the existing backlog. Similarly, the Bonanza 36 autopilot will be available right after approval. Going forward, we have three more airframes currently in-house actively receiving work towards autopilot approval. Those are the Cessna 182, Beech Baron 58, and The Mooney M20. Details about the progress of these projects can be found at www.dynoncertified.com. Going forward, we will no longer estimate approval dates, as our ability to estimate the FAA’s responses and timeframes has proven to be more difficult than anticipated. However, know that if an airplane is on our website, it is actively being worked on, with one caveat: The exact sub-models a particular approval applies to is not precisely known until relatively late in the project. Therefore, if autopilot availability is crucial to you or your customer’s panel plans, please wait until autopilot is available for your airplane before making upgrade decisions. One final note: The current supply chain crisis means there may be longer lead times for some products. Please contact the Dynon Sales team if you have specific questions about the availability of particular products. Thank you for your patience and understanding as we navigate through this challenging time.

They still do. Regardless what I do, there's still some oily mess in the airbox from the filter. I have M20F and it seems there's no other option available except Brackett. Except maybe K&N but I have no experience with that one.

I already had one installed but on copilot's panel so I just needed to move on LHS. There are number of Vacuum gages on the Aircraft Spruce website: https://www.aircraftspruce.com/catalog/inpages/suctiongauges1.php?clickkey=24239 Regards,

No, By pushing the light you are testing only a light bulbs. Those are (Low and Hi) connected to Sigmatec 22-1280-04 Vacuum switch. If one is in working condition, with master on, Low light should illuminate (engine off). If not, something is wrong, switch, wiring, etc... Sigmatec switch is quite expensive... I found my broken during the pilot's panel upgrade and removed it. I have a vacuum gage...

As Skip pointed, check AirPower for prices. IIRC, latest price for rebuilt IO360-a1A is $38.5k. I paid around $34.5 in January add it was delivered in June. You need to send the old engine as a core, otherwise they charge $17.5. If you have original engine to your E, rebuilt and new is only option from Lycoming - they wouldn't replace it for OH engine older then 38 years. But if you go with rebuilt, you can order it and fly the old one and do the swap, plus you get the rolling tappets good warranty and such. after all said and done, factory prices (a year ago) were not much more then other big shops... Even some smaller one would charge the same or more for OH and the lead time was longer. Good luck

I just repaired my KX165 as the NAV section died. Bevan Aviation did the repair and I was really happy with their work and prices. They really know those units. Give them a call at 316-946-4870.

yes, PM sent SOLD to fellow Cardinal RG pilot...

I have two available. I am sending you the message.

Filters are sold but Audio Panel and Starting Vibrator (Shower of Sparks) are still arable. $50 each plus shipping. Thank you