47U

I’ve got one of those iconic fuel systems. I’d calibrate the fuel flow instrument. How much discrepancy are you seeing at the pump? Is the error consistent? Less than a gallon? More?

You might consider installing a bent whip comm antenna on the belly and move the aft comm antenna there. Then install the ELT antenna where your aft comm antenna used to be. Belly comm antennas are quite common. I have a belly comm antenna and have had no issues with receiving or transmitting while on the ground, at least on CTAF and AWOS frequencies.

I really like the Trig I put in a couple years ago. Only 1.3” high. Trig says they’re adding a nav half to the radio, but covid has delayed certification. If/when they do, I’ll make the swap and retire my Nav 121. The SL30s are getting old, even if ‘refurbished,’ in my opinion. https://www.aircraftspruce.com/catalog/avpages/ty96Aslimlinevhf11-15376.php

Verify the light assembly has a good ground. I had a tab break off on one of my gear light assemblies. If your harness looks like mine (did), there’s room for improvement.

sorry, I might be a little more dense than most… ‘posting contests’ have been started for less.

Relax… it’s not personal. They’re just trying to emphasize that metal tape is the standard on those panels… for all of us who need that reinforcement. Keep posting, keep asking questions.

I made two little nut plate assemblies (?) that slide behind the seat attachment structure. Made it easier, but still not a fun job.

Apology for my ignorance… does the KNS 80 allow you to listen to both the VOR Morse code identifier AND the DME Morse code identifier? Is the DME identifier signal wired into your audio panel to select listen to the DME identifier? I only ask because the audio-out on my DME 890 wasn’t hooked up to the audio panel by the previous owner and he flew it that way for about 25 years. The DME identifier also has a much longer interval between broadcasts than the VOR, like 30 seconds, I think. Good luck with your IFR training!

Certainly caution is warranted. I’m curious if BK has been delivering kits for those airframes previously certified over the last couple years. I’m not connected enough to know. Although, I’ve not heard anything to the contrary… anyone? Is BK not delivering? What are the alternatives? If you’re not already Big G equipped, the GFC is going to run 15-20 amu. Albeit, a great system if you want to make that investment. Dynon isn’t certified yet, and will it connect to boxes outside their Skyview? Am I missing something? To the question -a- poses, someone did go first (in a manner of speaking)… to get the STC approved. It would be great if they would provide their perspective. Here’s their panel from the Duncan website… this is a highly capable Mooney. I’d really like to hear their perspective.

Have the avionics been updated since the early 80s? Do modern avionics require external cooling? It might be a question for your avionics shop, to remove it altogether. Just say’n…

I’d think it would maintain the battery ok, as long as any high-amp items aren’t turned on, like pitot heat or the avionics master, perhaps. When I update my nav data, I pull CBs for gear position, T&B, low vac, FP-5, etc. It raises the volts by a few tenths on the ‘Fisher-Price’ voltmeter I have plugged into my cigar lighter. The voltmeter isn’t that accurate and is probably reads a few tenths less that battery voltage, but it stays at 12.5-12.7 for the 20-30 minutes it takes to update nav data. I don’t think I’m hurting anything doing it this way.

This is probably a dumb question, but does your second G5 have pitot/static connections? Can you configure it to show backup attitude with airspeed? Second dumb question, does the altitude match up (or consistent error) between the round dial altimeter and the G5(s)? Third dumb question, how old is your pitot/static plumbing? Was it all replaced with your (awesome) panel upgrade? (Sorry, not a Garmin expert.)

If the factory isn’t responsive, a DER should be able to design a repair. That structure is probably drilled on-assembly during manufacture, pre CAD/CAM, which would further complicate the installation of a used piece.

Is your prop a 2-blade or 3-blade? Is it indexed properly on the crankshaft? Do you have a lens cover over your landing light? Have your tried a different RPM/MP settings? Is the compass fluid turning to foam? Random screws loosening all by themselves? Baffles cracking? Improperly installed weights on the spinner backplate can induce cracks, so watch for that. Lemur makes a good point, it might take awhile to get use to it. But, your prop balance guy should have printed up the report for you. And made a logbook entry.

It does sound short, but if we’re flying 75-100 hrs/yr, the tires will probably be worn out by then anyway. I need to fly more. A disabled aircraft on the runway at a busy airport is a huge inconvenience. I was able to clear the runway, but if I could have prevented the occurrence in the first place…

Should tubes be placed on a time-change schedule? Say, 5 years in service? I used tire talc, but after 9 years (6 years in service, I was grounded for other issues) my nose tire developed a pin hole. No evidence of a puncture on the tire which had tread for maybe one more year. An A&P friend told me anything over 5 years old should be replaced.

Several prospects on a controller.com part number search… https://www.controller.com/parts/search?SearchType=Start&PartNumber=20tc2-Bg-3

More wisdom from the Doc…

I’m pretty sure @Bob R received factory new yoke shafts a few months ago for his E. He updated to the J-style yokes and retired the yoke shaft AD at the same time. I’m not sure what the lead time was for the factory to produce them, but they are making parts.

Some knoob put a set screw with a screwdriver slot in one of my knobs, so I’ve got one with the allen head set screw and one with a jeweler’s screwdriver set screw.

If the parts used are all Mooney production parts, and (in the opinion of the installing A&P/IA) it doesn’t delve into the major modification criteria, then it’s just a log book entry. My early C has doesn’t have direct linkage between the gear truss and doors like later models, so I’m not sure if your overlapping doors were modified to work with your door retraction system, or was the gear itself swapped out so the installation mirrors later models. Someone with knowledge on how this was done will be along soon. It’s not an uncommon modification.

After I replaced the left mag with a SureFly, if I wasn’t quick on the mag check I’d get after-fire. Since my mag switch was worn out and needed the overhaul kit, I replaced it with two DPDT toggle switches. I moved the toggle switches and the master switch to the top of the center stack at the same time and freed up a little panel space. It was a lot cheaper than the mag switch overhaul kit or Electro Air option. And no more after-fire.

@Terrys one of these providers (above) is probably your best chance of getting something that can made serviceable. I noted we are separated by only one aircraft on the assembly line. I rebuilt my air box in 2010 and it’s still going strong.

You are correct to put the word in quotes. That wasn’t a repair you’d find in any approved data I’m familiar with (albeit, no expert)… I’d say what they did was a coverup. And a pretty good one.

Unfortunate they didn’t remove the nav light for interior inspection when declaring donor wing serviceable. But, if there’s no evidence of external damage to the wing leading edge (accomplished by an expert in body filler) I’m not sure there’s fault with the shop. Your IA is giving good advice. On the upside, wing skins ordered from the factory at the end of March were delivered to the west coast in about a month (after advertising a 8-9 weeks lead-time). Hang in there… good luck.