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Is this actually documented anywhere or just scuttlebutt?

Interesting, when I had my 900 firmware updated, I had to send it in, something about hardware changes. Price was right, free.

Is the battery in the tail? I guess short bodies are more sensitive, with 10lbs in hat rack, 100 in cargo, and 200 in rear seat I’m still within limits with just me in front in my J.

But the OP said his electric pump didn’t work. He was asking about starting it without the pump.

I’ve gotten a few around here. Moving it for maintenance is right there on the form. All they ever wanted was an A&P to sign the form saying it was airworthy for the flight. There is no guidance for what that is. I think it matters what your relationship with the FSDO is.

That’s not Mooney.

Too thick of material.125 made from a roll Should Be .093 and cut from a sheet We die cut from a 48" wide sheet To clean use Toluene We die cut all models in seconds

At least the boston fsdo will not issue if anything in the tcds is not operational. Know from experience.

Wound up cutting into the bottom of the access panel. That allowed us to get to the nuts on top of the screws and get the panel off. Got a new (used) panel from BAS, and am installing it correctly now, so the next owner won't have the same problem.

Follow up: I bought a 10-32 Helicoil insertion tool off eBay. I put in some oil, and ran that tap in/out a couple of times. Degreased with some brake cleaner. Loaded a short (5 thread) Helicoil insert into the machine- zipped it right into place. Those insertion tools are the sizzle. Problem solved.

That's not terrible. That still makes this system a good deal IMO.

Not sure what else you are having done, but I got the gfc-500 with both pitch trim and YD and by the time everything was done, the change in aft CG was negligible, especially if you DON'T put 10lbs in the hat shelf area.

For my 1965 M20E, start checklist, you turn on the electric fuel pump, push mixture in for 5-7 seconds to get fuel in the lines/cylinder, turn it off, pull out mixture and then start...

Collet Chuck and a parting tool... I can hear that delrin singing now. It makes such a unique sound.

This will fly as well as a lead baloon Good luck with that.

I've never had a problem getting a Mooney stopped on any runway I've landed on. We're talking a couple of knots here. I fly jets too and the speed doesn't seem to scare me... Yeah, we're talking an inch or two at most. Might make all the difference or none at all. Like I said you do you. There are valid reasons for using TO flaps for landing. Not the least of which is it's what the POH says to do if the is a crosswind. Disregard the POH all you want. Or if your POH doesn't say that, good on you for not making things up as you go and just doing what you do.

Seriously though most airplanes have 1.4 pounds of dirt or dead insects in or on the back half of the airplane. It's not going to make any appreciable difference. Putting a small cooler strapped in the front seat would probably give you enough ballast if you were really concerned. But I wouldn't overthink it too much.

Tell her that since you're in the front you need to gain 5 pounds and since she's in the back she needs to lose 5 pounds. Everything should be fine . . lol. Let us know how that goes.

No matter what flaps I use on landings, I always put them fully down to allow easier step on/off the wing (I don’t have a step).

I’m voting for it’s not from the Mooney.

Exhaust flanges are held on with nuts, not bolts.

This is a rather large sheared off bolt, thorough inspection of engine and nose gear is in order before flying plane

Derlin Rod. I think it is 7/8. Centering on a lathe is hard without turning the piece after centering. especially at the end of a semi flexible rod. It's also hard to center if you recess the rod into a chuck to eliminate sway. So what I did was cut the rod to width or a little over on a table saw. Then created a square jig to hold the round rod. Then could center precisely on the milling machine and drill the hole using the horizontal table. There was some square up/final dimensioning for the width that could be accomplished with a flat file. I still have a bag of them cut somewhere. https://www.amazon.com/BuyPlastic-Delrin-Acetal-Copolymer-Diameter/dp/B092Y8F2ZK/ref=sr_1_2?crid=39XWK6QWO0NJ4&dib=eyJ2IjoiMSJ9.GLKXYP5rUVhCOeaCKW55RBbtcn7FYezCSDlGG2mC0SfvU9-kTBu8Tkru_TNpKX4QJl2GAFe8qSSBpE-oQpRQwLI3JttJh86SvgDc9Pu7tUUgXuu5aF7DujgqlGbXN76BPIvQ1wq6U80Vg-5ufFBhsE7kCGJm_kBx2SnUfmG4x7BMstxtBey7itspjyJQrySv6gcdY_yKc8lI649dblcwK2HL8f0Gi0ih_GX6L4--JB0.eDWZVQWq3C434BWcpVX4h-gceYWaihsuSjw6fXdPr6Y&dib_tag=se&keywords=delrin%2Brods%2B7%2F8&qid=1757792148&sprefix=delrin%2Brods%2B7%2F8%2Caps%2C166&sr=8-2&th=1

I think you guys give too much credibility to the 1/2 flaps thing. The Mooney flaps are not nearly as effective as the flaps on other planes. The only time I use takeoff flaps is for short or soft field takeoffs. For landing they are either up or down. I only land with them up if someone asks me to, or they are broke.

The tit seems pretty reasonable compared to all my egt readings as well. What do your egts read at this power setting?