Krh3682

I had kinda the same issue going into my latest annual. The switch would trim up, but not down. Don Maxwell told me that the switch is a fairly common issue with Mooneys. Unfortunately though, they are a few hundred $$ to replace. I know the issue is with the switch because my autopilot trims up and down with no issues..

I've got my Mooney listed over at Barnstormers.com , but here is the quick synopsis of things, she still gets flown regularly, but unfortunately my mission has changed: 1978 Mooney M20J, N1978J, S/N24-0563, NDH, TTAF 2450, TSMOH 1120 IO-360 A3B6D (TBO 2000 hrs); exterior white over gray w/ maroon stripes, Interior New May 2013 Brn Leather w/ Brn Carpet, hangared; Garmin GNS-430W Radio 1, Garmin GTX-330 Transponder, JPI EDM-930 Primary Engine Data Management System, Mod Works, Inc. Smart Panel S/N 001, S-TEC System 55 AP w/ Altitude and Vertical Speed Preselect, S-TEC ST-180 HSI, PS Engineering PMA6000M Audio Panel, Insight SF2000 Strikefinder, Bendix/King KX-155/KN72 Radio 2, Precise Flight Speed Brakes, Custom Aircraft Cabin Cover & Cowl Plugs, Asking $92k

Robert You did it exactly right. Always remember "Aviate, Navigate, Communicate" and prioritize in that order. Fly the plane, get it pointed in the right/safe direction, then fess up to ATC using the phrase "Inadvertant flight into IMC". They can't help you unless they know that you need help. They will give you whatever instructions and clearances it takes to get you on the ground safely. Don't get me wrong, I'm not advocating intentionally putting yourself into a bad situation, I'm just saying to not be afraid to use the help that is out there if you need it. Just keep the shiny side up, and the pointy end forward. Kyle

I was checking their website yesterday. They're STCd for almost any Mooney J and earlier. If I have issues again with my mags, definitely going this route. Three times sent in to get serviced at the same shop in a five month span is enough.

Don Maxwell at KGGG. He has the MSC there...www.donmaxwell.com

Bill You don't have to get your complex sign off from the FAA, all you need is a sign off from a CFI that already holds the sign off you're trying to get. The same applies for high performance, tail wheel, and high altitude. The only downside to using a Mooney for your PPL is you go places in a hurry. All in all though, it all depends on what you are used to. For example, the Saudis send their princes to the US for their flight training and they start in Lear jets. Me personally, I agree with Cabanaboy, get your PPL, get some extra time and a few sign offs (complex, hp, tail wheel), get your instrument rating, and then get the Mooney. Kyle

I've had my JPI 930 since March and have had nothing but good luck with it. The 930 is really at its best when you have a good GPS to tie into it. It gives you fuel required, mpg, total endurance, and fuel reserves. I also like it because after you program in min and max parameters during installation, it monitors them for you. One final feature is lean find for LOP or ROP ops.

I could also probably hook your student up with a good instructor. He's not exactly a "Mooney CFI", but he flew enough with me in my plane getting me ready for my IFR Check Ride. Kyle

Parker I live just outside of Nashville, and I can come pick you up tomorrow if you need it. I'd fly out in my J, but it's down for a bad mag too. Kyle Holt N1978J I'll pm you my cell later if you decide this is the route you want to go.