cliffy

In reality I can "stick" my tanks down to below 5 gallons (that's as low as I have marked on my "stick") by using the inboard side of the opening as the guide to drop straight down into the tank. 1/4" wooden dowel 2' long. I marked every 5 gallons to full and its surprisingly accurate if wings are level laterally. Part of my every day pre-flight to verify what my old school level transmitters (1950s Cadillac) are saying. Don't get too hung up on a fancy engine monitor. While "nice" to have it also , in reality, is not really necessary as these are, after all, little 4 banger Lycomings that have run with one EGT gage for many decades with good service. They're nice to have but not necessary. Now if you were looking at the big 6 cylinder Mooneys - YA, its necessary.

The tail trim design was a result of Lockheed during WWII in the XP-90. Much after that the same design was used on the Lockheed U-2 (early models) and the Lockheed Jetstar corporate jet. But did you know Al Mooney spent many years at Lockheed back then ? :-)

Look at the play in the jackscrew itself AND the play in the steel bracket that attaches the jackscrew to the airframe - it has two bolts crosswise and their holes sometimes wear producing slop.

What ever you buy make damn sure you get a good inspection before you put money down An inspection by someone who knows Mooneys!!! Not just any A&P Too many new members here have disregarded this advice and been stuck with a very expensive first annual (as is the case with ANY make of airplane). At a min search here on MS for my recent post of a minimum pre-buy inspection guide.

Hey they stole my idea to match the panel of my Rolls in my Mooney!!!! AND ITS BIRDS EYE MAPLE !!!

I was told by Brittian that they use regular auto vacuum hose from the local PMA isle at Auto Zone Now mind you this was 20 years ago.

Does the copilot have to deploy it after landing or do you dance on the wing :-)

Using the fixed step is a Minor Alteration and only needs an A&P sign off.

I have the electric step (was a vanguard installer) and it works perfect. The fixed step is installable as it is already used on Mooneys as a factory part. It does however need the rear bulkhead reinforcement plate that will unrivet from the donor airplane.

Agreed but that is why they lowered the torque value IF one is familiar with how "stiff" a properly torqued bolt is then a hand check is OK. Ihav found them with lots of fore and aft play in that pivot bolt also

One needs to check the big vertical pivot bolt also for proper torque, wear and lube. Should be checked at 100 hrs/annual as per SB. SB has updated torque value also (lower than Maint manual)

If someone resealed the tanks make sure the outlet tube SCREEN is not covered with sealant. I've seen this before when tanks were resealed Once inside make sure the drain holes in the bottom of the ribs are not covered with sealant blocking water from moving to the low point in the wing (sump area). This is also a SB from Mooney.

Most if not all FBOs selling fuel drain their tank sumps every day and log that along with checking for water in the sample. Tanks and trucks alike. One of the items the FAA does after an accident (engine failure) is go back to the last place fuel was purchased and check the logs and test the fuel farm system. Does the FBO have the tank logs that show he did the inspections? Does he do inspections? Were the sumps of the plane drained effectively before flight? Have the orings on the tank caps been checked for cracks? When were they last replaced? Have the sump plugs now been removed to drain LOTS of fuel out to check for water and not just the little fuel stick tube? USE PROPER GROUNDED FUEL BUCKETS AND NOT A PLASTIC HOME DEPOT BUCKET!!!! Static electricity is generated by falling fuel and a plastic bucket!!!! Have long power run ups been done to verify fuel feed integrity now? We have the cart before the horse here right now.

I used the A/C 100 2 1/4"round in my D/C model with a Dynon HDX (NOT IFR) Works fine for the cost The install is pretty easy also. Very good VFR to light IFR unit The buttonology takes a little getting used to but not difficult. For heavy (low ceilings and many IFR flights) I'd spend the money for the Garmin JMO

What specific issues