All Activity

@AndreiC I would love that! I'll reach out via DM. Thank you!!

Many older airplanes (i.e., ours) have damage history. It's pretty normal for something to have happened over 40-60+ years. As long as it was properly repaired, there's usually not much consequence after a few years.

I have also done it alone several times. I had 2 issues - my headliner is pretty brittle and some of the screws in the headliner are a PITA (especially to find to get started). While unscrewing the last corner or trying to thread the first corner, I ran the risk of the headliner flexing and cracking. I used some long pieces of cardboard folded into V shapes as props cut just long enough to support the headliner weight both removing and installing.

What seats do you have now? There might be headrest provisions hidden under the covering. They're just simple aluminum vertical tubes welded to the top of the frame that are a couple of inches long. You might have to remove the back panel and take a look.

I just got a text from a friend selling his 1987 252. If you're looking or know someone that is, it may be worth taking a look. https://aircraftforsale.com/aircraft/single-engine-piston/mooney/m20/m20k-252tse/68debd04-f73b-4507-989a-0f5a3eaf2642

Hello Mooneyspace, would anyone happen to have a high-resolution digital image of the Mooney logo shown in the attachment? Scalable vector graphic (SVG) format would be preferred. Thank you in advance.

Yes, this is the plane I'm getting. We went thru the logs back several years. I didn't think about the fact that the "damage history" could have been simple hanger rash or a runway excursion. I'm pretty confident that the damage was several years ago and the bank was only concerned with damage in the last 5 years. Thanks for the reply! Really looking forward to being part of this community.

Where did you get the seats with the headrests? That's the ones i want.

That’s how I did it. When I put it back, I connected the ducts and wires and used some string around the ducts to hold the weight until I could get a few screws in and slip out the string.

I have the drawings as I have made these in the past. Since it cost me money to have the drawings made, I won’t give them out for free but won’t charge an arm and a leg for them either if that’s something you’re interested in. Thanks, David

I will try to get out to the hangar and take a look at what I have.

I appreciate that, those are the photos I was able to take by squeezing my camera between the glare shield and the panel.

To my best knowledge I was told to keep CHT's low 380's to keep the engine happy even if you have to crack the cowl flaps open a little. Speed loss when they are half open is probably 1-2kts. Gas is less expensive than cylinders or premature turbo overhaul. Last time I was up at 17k TAS was 180kt at 17.7 GPH with hottest cylinder at 383 and TIT 1595. I am planning to install fine wire plugs during next annual and have my injectors recalibrated by gammi. Hopefully it will have a more complete burn and reduce TIT. Engine is around 270 since factory reman and I am trying to last as long as possible without any major service. Time delta on a 500nm flight and running it hard to get additional 10kt is 9 minutes.

I have an annunciator panel in my junk pile. Send me a pic and/or part number and I will see if it will work for you.

I have a g500txi with Garmin eis and no vacuum pump, so I think I have everything covered except gear.

I did the same thing and removed the annunciator. You’ll need engine monitoring to substitute for the fuel low and voltage lights not to mention the engine instruments, get rid of the vacuum pump, and then it’s just gear lights. Be aware the nav lights dimming circuit for gear down light.

I'm pretty sure that's who I contacted, it's $250 to bench test it and that's waved if I accept the repairs, but honestly I just don't want the downtime to deal with this thing more than I have to because I don't have a good mechanic at my field atm, that's why I was wondering if there was just something dead simple I could replace it with to avoid any future issues with it. Does anyone know if it's necessary for flight? Can I pull it out and rely on the floor indicator while it's being serviced -- I don't like that idea, just curious.

Ya I think I only see any reading on my CO monitor when I'm on the ground with the door open, and that I think maxes out around 5-8.

Hi @GBFlyer, I am based in Madison, but frequently go to 3D2, Ephraim. I would be happy to let you know when I go there next time (probably in about two weeks). If you want to come over there I am happy to take you up for a ride, or we could arrange for me to meet you at KGRB on my way there or back. My plane is an E model. Let me know if you're interested (you can DM me), and we can try to arrange something. Andrei.

Do you have an engine monitor? That could bring some peace of mind too so the narrative to new buyers is: OHed by Zephyr, a well-known shop Everything done by the book, accessories replaced, hoses, etc., all well documented in the logs Here are the instructions from Zephyr and Lycoming for break-in, here is the engine data from the first 5/10 hours showing how the break-in was completed, power settings, CHTs, etc. Here is the oil analysis from the first 2 oil changes following break-in showing a reduction in wear metals

I'd still prefer to have it done myself. The first 3 hours on a new engine are the most important in determining the engine's health moving forward. If I was the one putting those hours on, I'd feel much better about everything from then on out.

Very nice

If the plane is not controllable, then nothing you can do will change the outcome. My point is, to have pilots experience window or door opening to 1) show them it is not a big deal and 2) to teach them to ignore the distraction and FLY THE AIRPLANE.

I agree that in general, needing and overhaul is better than just overhauled. BUT, the shop that did the overhaul can flip that. A quality shop overhaul would be a good thing to me. A no name shop or known marginal shop would be a NO GO.

You didn't have to give details.