Schinderhannes

Mooneymite _ Thank you for posting the pictures with the measurements. Do you have an engine monitor or do you you assess your good cooling with the factory gauge? It looks like yours are even less open than the cowl flaps on our 1970. The 1970 has the doghouse as well and I have tried to keep everything as airtight as possible. Does anybody know if there is a difference in the cowling / cooling system between the early models with manual cowl flaps and the later years with fixed flaps. If not shouldn't be the the measurement at least 1.1" per maintenance manual? Also we have a powerflow exhaust and the pipe seems to be bigger more restrictive than the stock and I keep wondering if the cowl flap should be opened more to make up for the reduced area?

Alex _ when I was using solely the factory CHT gauge I didn't have temperature issues at all. "Mysteriously" the engine started running hot after we installed an EDM700 Mooneymite _ I would greatly appreciate if you could give me your measurements at the end of the cowl flaps as indicated in the picture. Interesting point regarding the factory adjustment. It would be interesting to get data points from multiple owners to see the spread. Thank you again for your help. Frank

Our 1970 M20C has fixed cowl flaps and especially in the summertime keeping temperatures down during climb can be very difficult. This weekend I looked at a friends 1963 M20c with manual operated cowl flaps and was surprised to see how big the difference between our fixed position and the full open position in the 1963 is. Researching older posts I noted fellow M20C with fixed flaps reporting satisfactory cooling. Does anybody know how wide the fixed flaps should be open, and lucky M20c owners with fixed cowl flaps experiencing old cooling could you please provide measurement of your cowl flaps opening. Thank you all, Frank

In the spirit of "bonus season" I have decides to do another panel update and will be removing the following radios: Garmin SL30 NAV/COM/Glideslope with monitor function for second COM and VOR complete with tray and connectors $2900 Garmin (Apollo) GX60 COM / GPS complete with tray, connectors, antenna and MD41 Annunciation Control Unit $2200 The radios are still installed in the aircraft and will be removed immediately after they are sold. I will post better pictures later. Garmin AT Apollo GX-60 offers all the capability of the GX-50 IFR Approach certified GPS, but it also adds a very sophisticated COMM transceiver.The COMM section in the GX-60 is a 760 channel radio with active / standby flip-flop. It is possible to listen to the standby frequency while the radio monitors the active frequency for any activity. This is almost like having two separate radios, because you can gather additional information on another frequency while making sure you are not missing a transmission.The COMM transceiver in the GX-60 offers a very respectable 8 watts minimum output (more than a KX-170B, for example). Many GPS/COMM radios are less powerful than a dedicated COMM or the COMM section of a NAV/COMM, but that is not the case with the GX-60.The GX-60 operates with 14-28 volts input. The COMM section of a GPS/COMM often restricts the whole radio to 14 volt operation (or requires the use of a voltage converter). The GX-60 avoids the cost, heat, weight, complexity, and potential failure point of a voltage converter in a 28 volt aircraft.Additional COMM features include: Transmit indication Stuck microphone timeout (35 seconds) National Weather Service channels Internal two-place voice activated intercom Frequency memory - from GPS database, last 10 used, user storage, weather, and emergency (121.50 MHz) Two microphone inputs 12 watt audio amplifier for cabin speaker Regarding its GPS features, the Apollo GX-60 offers an IFR non-precision approach certified GPS Receiver loaded with features, including a high-definition moving map display on a large sunlight viewable screen. The aircraft's position relative to airports, runways, VORs, NDBs, intersections, and special use airspace can be easily seen on the moving map. Operation is streamlined and pilot workload reduced through the use of Smart Keys and an intuitive interface. Airspace and navaids can be added or deleted from the map with a single press of the button. Bright, clear electroluminescent display - This display measures 160 pixels wide by 80 pixels high, and its brightness is controlled automatically to match lighting conditions. This display can be set up to show a moving map, navigation information, and a graphical CDI. Moving Map graphics - The map shows your aircraft's position relative to surrounding database items. This map may be configured to use the full screen, or only part of it. In Full-screen mode, most of the display will show the map, but the corners are used to show the TO waypoint, bearing, distance, and map scale. In Split-screen mode, the display will also show ground speed, track, and cross track error. The map may be oriented with track up, desired track up, or magnetic north up. Map objects may be selected for information or "Direct To" navigation. Ease of use - The GX-60 uses Smart Keys to put the most commonly used features for a given operation right in front of the pilot. The Smart Key buttons are labeled right on the display. This makes it easy to access the GX-60's power, without crowding the faceplate with buttons. Simple navigation is available right away with the "Direct To" function. There is built-in simulation software for learning the rest of the features when you are safely on the ground, and can devote your full attention to training. Pilot-focused design - It is clear that this GPS was designed by pilots. A full complement of E-6B calculations are available. The GX-60 can receive altitude from encoder, and it knows the minimum safe altitude and enroute safe altitude for your flight. The navigation pages are user definable and have auto sequencing. The pilot may store up to 30 flight plans of 20 legs each, and these flights are flown with automatic waypoint sequencing. Up to 500 pilot defined waypoints may be added to the database. Automatic magnetic variation is based on your current position. The navigation computer has the ability to set up a parallel track offset. This unit also has both a countdown timer and a flight timer. Peace of mind - An Emergency Search function quickly displays the 20 nearest airports (other waypoint types are available as well). Even better, the pilot may set search criteria based on runway length, surface, and lighting. With search criteria, time isn't spent deciding about airports that can't be used. The GX-60 may also perform this search around any waypoint. This is useful to know what other airports are available near your destination. Datacard database - The GX-60 database stores comprehensive airport and navaid information. These database cards are front loading, which makes it much easier to keep the data up-to-date. Compatibility - The Apollo GX-60 may be interfaced with an HSI, CDI, Autopilot, Blind Encoder, Fuel Sensor, and external Moving Maps. Two RS-232 ports are provided.

On a different note the use of teflon tape for sealing vacuum system fitting is not recommended.

You might want to consider using ride sharing services instead of buying a car. Uber works perfect for me for similar uses and often has cost benefits. For example in San Diego parking Downtown is more expensive than an Uber ride.

Axel - If my memory is correct "RK" was the first and only Mooney I ever flew in before buying our M20c. She used to be based in EDRG (2000ft grass strip with tall pines on one side). The former owner flew her frequently at max growth, and I can testify she is a real short field machine. Coincidently the former owners name was Axel too. "RK" made me lust after Mooneys for many years and it took "only" 20 years and 7 different airplanes until owning one myself...

http://sigtronics.com/_pdf/air_pdf/air_intercom_pdf/spa-400.pdf Dave - The picture isn't very clear, but it looks like you have a Sigtronics SPA-400 intercom. The link above includes the operation and installation manual. A review of the manual might help. If the issue continues it would be helpful to include a little bit more information on your post. What radios, audio panel, what happens at what setting etc. I assume the PTT you added plugs into the microphone jack and has a receptacle for the headset. Make sure that the Co-pilot microphone jacks is wired to the Intercom Co-pilot PTT wire. For starters try to look at the backside of the jack and confirm to it is connected to 3 wires.

Thank you for all the advice. Using the "modified" (magnetic tool) Clarence's technique did the job in less than 2 hours. My A&P didn't have the Rapco wrench and subscribes to Mooneymite's approach in combination with removing oil filter and using crowfoot. In the meantime I have to disagree with Mooneymite on this one. Only Girly-Man contort themselves - REAL men know a woman who knows where to get the correct tool.

Does anybody know if you have to remove the oil filter to remove and install the vacuum pump on a 1970 M20C when using the special rapco wrench?

Your mechanic's point of view is not necessarily shared with the well respected experts in this field. At a minimum I would get a second opinion. From my perspective (just a pilot) the 2 most valuable panel investments I made is the EDM700 and FS450. On a side note I didn't want to spend the money on the FS450, but my CFII wife made me. Hate it when I am forced to spend money on the plane...

The FAA ADS-B Certified Equipment webpage lists the following GPS unit for the Trig TT31 Transponder: FreeFlight WAAS 1201, Accord Technology NexNav™ Mini, Garmin GNS 400W/500W series, Garmin GTN 650/750, Trig TN70 Does anybody know if this includes the Garmin 480 units?

King KY197 P/N 064-1021-20 - 760CH version. Complete with tray and connector. $700

I just learned about a new magneto alternative at the Aviation XPO in Palm Springs. FAA approval for certified aircraft is pending. The company behind Surefly is Skytec. http://www.surefly.net/products

I was never happy with the standard ear tips for my LightSpeed Mach I. After coming across a do it yourself kit for custom molded earplugs for only $10 I gave it a try. It took about 30' to form a pair and it was fairly easy to follow the instructions (see below). The kit supplied a little bit less material than I would have liked and the outer surface didn't come out as smooth as shown in the picture on the package. I would recommend ordering to kits for one pair. After letting the plugs cure over night, I drilled small holes from the tip extending into the ear canal to the outside and inserted small plastic tubing with the matching the size of the metal tips on the headsets earpieces. I haven't tried them in the airplane, but I am very pleased with the first ground test using handheld radio and IPAD. Even the microphone piece stays now firm in the ear without using the hinged ear loop. The same Technic should work for other cup less headsets as well. JUST 3 EASY STEPS - Open the containers and separate the colored and white materials into halves, keeping separated. - Mix one of the colored halves with one of the white halves. Mix until both halves are one consistent color. - Gently press material into one ear by pushing in the center of the silicone. Let it sit in your ear for 10 minutes, then remove the plug. Repeat steps for second earplug.

When I redid my panel I used a silk screen printer recommended by one of the high end avionics shops in Scottsdale. I did the layout of of all text and graphics in AutoCAD and translated the file to CorelDRAW. I would assume you can find a silk screen printer in your area who can help you, even with out a CAD design. From my conversation with the printer it was my understanding that the avionics shops don't use CAD and he does the layout per their direction.

The reason might be that the GNS480 wasn't developed by Garmin. It is to bad that Apollo/UPSAT was destroyed by the Evil Empire. You might want to look at the NavWorx ADS600-B. From my research this is one of the easiest to install and cost effective solution if you have a Apollo SL70 or GTX327 transponder.

Its all about De-Tail" Saturday, July 16, 2016, starting at 10:00 Pacific Daylight Time Topic: Discussion of fast airplanes by a Mooney Chief Engineer. Located at: EAA Chapter 14, Brown Field, Hangar 1 1409 Continental St San Diego, CA 92154 Directions: I-805 South to 905, take 905 East toward Otay Mesa. Take the Britannia exit, turn left onto Britannia, turn left onto Otay Mesa Rd. Turn right at the stoplight at Cactus Rd into Brown Field entrance, turn right onto Continental St. Follow instructions at security gate to call EAA for entrance. Chapter 14 is next to Brown Field control tower. Description: Ron Blum is an aeronautical engineer, and Chief Engineer for Mooney Aircraft, in Chino, California. His program title is “It’s all about De-Tail”. Come enjoy a fun, interactive but educational talk learning about what else? Fast airplanes! Did Al Mooney act alone? Did Mooney actually make a fully composite airplane in the late 1940s? Did Mooney design a 300 knot turboprop airplane that went into production? What is Mooney doing in southern California? And the ever-asked question, “Why does Mooney put their tails on backwards?” Ideas that worked and those that didn't. The more we learn the safer we can be.

Very clean Apollo (GARMIN) GX50 IFR GPS Non-precision approach. Works perfect and the display is flawless with no missing pixels. This would be a nice replacement id your display is missing pixels or is a low cost alternative if you don't have a panel mount GPS. Drives the Brittain Autopilot like a champ. Complete with tray and antenna. $950+shipping

Includes tray, backplate, connectors, wiring, and connectors. Have matching KI-208 for $200. The KX-125 is King's current production, low-cost NAV/COMM. The KX-125 tunes 200 NAV channels and 760 COMM channels. It has a backlit LCD display that features an internal CDI, which reduces your panel space requirements. This display shows simultaneous active and standby frequencies for both the NAV and COMM sides. The internal CDI offers an "Auto-TO" feature that centers the needle and plots a course directly to the active VOR. There are also "TO" and "FROM" markings on the display. An internal VOR/LOC converter is used by the internal CDI, and this circuitry allows the KX-125 to show you the current radial or bearing to the active VOR. The KX-125 also features: Solid state design 5 watts transmit power Push button frequency flip-flop Remote frequency transfer capability Stuck mike prevention and transmit indication Audio leveling TSO'd

complete with tray, back plate, and connector. Recently removed for upgrade in perfect working order.

Includes tray and connector.

Here are some pictures from the Aviation EXPO in Palm Springs last October.

Could you please list all your speed mods, this seems significantly higher than any published data for stock "C's"

King KT76A Transponder newer style - very clean $350 King KA134 Audio Panel $200