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Glad it let you know on the ground!

Swift Fuels granted me the opportunity to acquire some 100R to perform the same materials compatibility tests that I applied to G100UL. As part of this, I did expand some testing on fabric systems and compared that test with 4 different fuels. As I note in the video, I want to dispel any rumors and conspiracy theories that I am connected to any fuel companies or was put up to any of my past for future testing. The video is quite long (~30 min) and covers a lot of material.

Have a 6 HP PowerTow for sale. Currently set up for a Mooney or Beech Sierra/Musketeer with additional adapters for a Beech Baron or Bonanza, all fixed gear Cessnas (except TTx) with pants, and Cessnas and Pipers with 5.00 x 5 nosewheels. Comes with spares kit for the tow as well. Asking $1500 for all. Local pickup at KBOW or airport w/in 50 miles.

I had some tailwinds both directions. Flight down was 5+04 take off to touchdown. Flight home was 5+03

Why not install it? Saves having to dance for 5 hours in cruise.

No kidding. I think they could cut the manufacturing time significantly be making most of the sheet metal to be matched hole like the RV line.

The annual labor hours is about right to do a proper annual on a Mooney. Mooney published a 100 hour/Annual inspection checklist. https://mooney.com/wp-content/uploads/2020/12/100-HOURANNUAL-Inspection-Guide.pdf My shop gives me this, filled out for MY airplane, at the end of the annual. As well as the AD compliance checklist. As for the discrepancies, I would prefer the shop talk to me about them and the quote some prices before proceeding. Not sure where the cost came from. Why did the lap a valve? Most of the stuff is pretty much normal part of an annual.

Same day as the Mooney Summit?

I can only speak for myself, but I would happily write the check and thank the aviation gods.

I’ll try this, ty.

8K, 29/2400 or 30.5/2250, 172-174 TAS.

The solenoid in the master relay could be internally shorted to ground. I would remove the wire from the master relay that provides the ground path that energizes the relay (re: to master switch). If the relay opens it implies there is a a ground being applied through that wire from something other than the master switch. If it stays energized, it's probably an internal short to ground.

Hey all, still new to this Mooney thing and now completed my 3rd annual. Great news, after two brutal annuals that were more than double the one attached, it's starting to level off. The question has to do with the discrepancy labor and the recorded time of ~25hrs. Does that seem to check out with what was completed outside the annual inspection? I do want to say, I love this shop, trust the work they do, and they either always are around when I call or call me back the same day spending on average 20-45 minutes on the phone explaining things and answering any questions I have (hopefully they're not charging for that time...). Very happy with their work and people but doing a quick sanity check on the labor, appreciate any insight you can offer.

It’s literally specified in the Mooney service manual.

"A good time was had by all." Good information, great presentations, good food, even good weather. I even had.nice tailwinds flying down! Ya'll come next year!

Congratulations on your quick fix!

If they are truly unavailable, and not repairable, you have a case for using VARMA or, alternatively, substituting an air pressure switch that bears certification as a standard electronic part with a simple logbook entry. Work with your AP on this one.

It’s important to check that the springs on the gear pushrods are actually moving. Early in my ownership I was adjusting preload constantly only to realize the pushrods were effectively solid and not moving. They had corroded due to water getting in there and not enough lube. This can cause preload to go way up. So, suggest not just checking preload but that the springs are doing their job. Older Mooneys have solid link on nose, so a little different, but the main springs still effect all 3.

~160TAS for me at conservative 65% or so ROP

Ahh autocorrect, makes sense now

I got the plane back today. The issue was a sticky downlock switch. Apparently this will cause the gear to not extend if it is stuck in the ground position.

I read somewhere that LASAR was taking over the lease. It doesn't make sense for them to take over production is there is no facility to produce from.

Perhaps, I hope you get it sorted out.

Red "Roll" flag = inop autopilot. 3.5 hours of proof that the autopilot does a much better job than I do. The flight actually seemed to pass quicker with my attention much more focused on "flying" tasks. GIA or Roll Servo? Will know more tomorrow, but i've been getting a data path failure alert on startup for some time now. -dan

You very well may be right. However, the concern here is that the EIS exhibited the same problem with the P-lead pickup interface or the UMA tach sending unit, which works completely independently from the mag. In my opinion, this points to a fundamental flaw in how the GEA24 (all variants) defines what counts as a pulse.