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My PC is INOP right now after being trouble free for years. I sent out the T&B for overhaul and replaced all hoses with 27073. It worked ok when returned to service but seemed to favor left turns. It gradually become worse and worse so I disabled it. Perhaps the whole problem is that there was a misfire on the correct tubing. I’m going to replace it all with 27043 this weekend and see if that clears up the problem. You may have just helped me solve the mystery.

Thank you for the information. I didn’t realize 5w5 had been purchased. I will look into that as well. I’ll jump on the waiting lists too. Thanks

I fly out of TTA, but I am a non-owner. TTA has a huge waiting list for hangar space. JNX is, at this point, pretty much run by a 141 school. I’m not sure about the hangar situation at HRJ, so I’d call them to get a general idea unless someone else here is familiar with the area. If you will be near Fuquay, have you considered looking at 5W5? This is an old airport that was recently purchased by a group that are still in the process of rehabbing it. New runway is in great condition but they are still in the process of building facilities. Edit: you can see the HRJ waitlist here.

We have seen this before. I believe it has to do with the range set. Can't tell looking at screen shot seems like you are at 25 nm. Next time you see this try to range in a couple of clicks and see if it changes then try range out. I cannot remember, sorry, which way but I know we have dealt with this in the past. Thanks.

Ryan your tach hook up on the G3x has three methods shown per the installation manual. One is to connect lines RPM1 and RPM2 to the P Leads either at the magnetos or the ignition switch. The magnetos are the preferred location. The other way is to use a Hall Effect pickup sensor on one of the magnetos. The third method shows the Surefly connected via the Tach2 and then a P lead connection to the other magneto. Hooking up to the P leads is the standard practice as it adds no additional cost to the customer typically when quoting the install. If can be offered to the customer to add the Hall Effect sensor as an option. This method adds additional cost to the install for the sensor and there is additional time to install it as the port is typically under the mag as it is installed so you have to pull it to install the sensor then reinstall and time the mags. We do tons of these installs and 95% of the time we use the P lead connections. There is a risk of failure with any probe install, you would lose the Hall Effect sensor and you would be left with zero RPM indication, if you lose one P lead you still have a reading in normal flight and get the broken lead fixed. Hope this helps you may have already gotten this information, sorry if I restated what you already found out. Thanks.

$140k seems very high for a basically original bird that only has the engine in the “plus” column. I think the market for people wanting to fly an original steam six pack is only getting smaller with each passing day for a swarm of reasons.

I have a surefly on my m20e, awesome. lycoming eis is a surefly with fixed timing

Yup. Dual system on my Bravo. I start in 2 blades when cold & run cooler vs Slicks.

I believe there is a limit; I can't remember exactly what it was, unfortunately. 1/4" seems quite a bit. Mine has NO play, FWIW. OTOH, I rented a B model for many years that probably had at 1/8" of play!

I have this. My prop will be sent in for the six-year overhaul in January. I have an MT propeller. Can I still fly 10-15 hours before January?

I think I want one of those spinning screamers. O3 too slow.

A little off topic, but should you be able to lift the tail nose cone about a 1/4" during preflight inspection? I've always been able to do this. Kind of bothers me, but trim and stability during flight is perfect. Thanks, -mark

‘9 women can not have a baby in 1 month’… ;o) -Don

If anyone read Mythical Man Month by Brooks, they know that's not true. Should be required reading for everyone most especially Management. Good Management and people that know what they are doing is key. Anyone that has actually run and/or turned a company or group around knows the way to get cash is offer stock. It has a benefit that is attractive to those that want that risk. Lighting money on fire is not attractive, no one here is elon musk...even he doesn't lite money on fire

Understanding how the tail works on a Mooney is a big benefit to anybody who flies one or owns one or even just has to take care of it on the line. All owners/pilots would be better off knowing the nuances of how the tail works on their particular airplane, since there are subtle differences between some of the models. Taking a peak at the trim wheel gear box, torque shaft, jack screw, hinge, hinge stop, and assist bungee springs and pushrod while the airplane is opened up for annual inspection is a good idea for those even minimally mechanically inclined, I think. Open up the avionics hatch and see how the electric trim servo works, too, if you have one. There are other small airplanes that don't have elevator trim tabs, but I don't know of any others that implement it the way Mooney does. It's a pretty unique system, but it also has it's own benefits. I still find that some very experienced pilots are kind of amazed to learn how it works.

Here are links to videos in response to a previous post where you told me to set the trim full up/down to see how the bungees were working. It led me to the disassembly that generated this post. https://drive.google.com/file/d/15ejSrzggeifHAhGH_MJ3vJTEsrVK_tRN/view?usp=drivesdk https://drive.google.com/file/d/1dE9TUsvxeIF79-m0d4JMrmB49EBXs8A9/view?usp=drivesdk

AeroCruze 100/TruTrack doing a legal IFR approach. Shame TruTrak added the restrictions before sale to Bendix/King:

Take off the pilots side faring between the tail and fuselage and the big and oval access panels on the same side. It will be visible.

I was told Gates 27043 vacuum tubing. 7/32”. I have a 50 foot spool in the garage. I’ll admit it seems a touch small, but it doesn’t come off the barbs. Hard to get on the filters.

A fixed pushrod to the bungee!!! I couldn’t figure out where the heck the opposite force was absorbed. I can sleep now but I’ve gotta open my tail now and find that fixed attachment to the airframe.

Moving to the Raleigh area in a few months and looking for an airport to base the Mooney. We will live in the Fuquay area reasonably close to KTTA, KHRJ, and possibly even KJNX. Does anyone have any advice for obtaining a hangar in this neck of the woods? Looking forward to getting involved in the community. Thank you for the help.

@Cody Stallings I'm sure the O-rings were replaced when mine was overhauled, and then when I sent it back. What would be a possible reason it still leaks??

Sounds like the blade Orings have just given up the fight, a reseal would fix him up.

Greetings all, First off, a sincere thank you to everyone who’s shared constructive feedback and thoughtful questions! We’re taking your concerns to heart and several clarifications have already been made on the website as we continue to add information. Some context: over the past year and a half, we’ve raised the capital to purchase Mooney’s parts division, stabilized and grown Lasar out of the COVID era, and taken on the heavy lift of managing and funding the Mooney facility itself. Since June, our small but determined team has been working to build and execute a plan that continues Mooney Product Support long into the future. Mooney Assurance is one way to help us get parts flowing and rebuild brand confidence. We’re not claiming that Mooney Assurance is currently a “home-run” value proposition, we simply want to provide as much value as we can while we tackle an enormous job. The idea for this program came from a number of Mooney flyers who wanted us to provide an avenue to help the brand. We understand why some may feel they don’t yet have enough information, and that’s fair. Our focus has been on the day to day, so communication with you all is something we’re working to improve, our goal being to balance sharing updates with digging in and doing the work. This project is a heavy lift, and many hands make light work. Your engagement, questions, and participation help move the entire effort forward. Please stay tuned for more updates as we work to “show” rather than just “tell.” For those who wish to discuss specific ideas or concerns directly, please reach out to Brett Stokes at brett.stokes@lasar.com. We appreciate your patience and hope you’ll join us in preserving a legacy. Stay tuned this week for increasingly informative updates. Sincerely, Brett Stokes and John Smoker Lasar Aviation

I was advised by a Brittain employee to use Gates 27073 1/4” ID. The surgical tube style tubing that I used to buy from LASAR would dry rot inside of five years. It never failed mind you, but it looked terrible. I’m two years into the gates tubing and it’s holding up very well.