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I think Rick has the right idea about going in through the top. If internal moisture is an issue, an exhaust ball might help.

Vice grips? Wouldn’t you just have them open the door from the outside?

You are perhaps either overthinking this, or not understanding what each step in the sequence is trying to achieve. The plane won’t climb very well with full flaps. They do create a little bit of lift, but that is outweighed by the amount of drag they induce. The gear does nothing but create drag when trying to climb. In Mooney’s testing, they’ve obviously determined that the primary objective is to get the wing cleaner first, and then bring up the gear, then flaps up once the drag is gone and you’re safely climbing away and accelerating. The application of full power, flaps T/O, positive rate gear up, happens about as fast as you can read that. Probably why in a practical sense, the order doesn’t seem to matter. But there is a reason it’s specified to do it one way, and I’m inclined to follow it, even if that reason is as simple as the nose up pitch moment when retracting flaps. Not all planes have electric trim, and departure stalls are common.

The radio left my shop in FL on the 25th of August via FedEx and it will be here on Monday the 15th. It was in his hands no more than 10 days - including a holiday for labor day. Yesterday he sent me a video of the functional test, replaced the screen, powder coated the faceplate, it looks brand new! Cant wait to get it back in the plane! $2,500.00

Probably because you don’t take off with full flaps…

VPRacing/LyondellBasell are a relatively new and small player in Avgas, they are mainly into "formula", however, they went for PAFI/ASTM, which is the "slow & together" As for their 100E, they passed most of serious testing in TSIO550K, and now they are working through ASTM While 100LL may go away the big players like Shell, Total...who drive ASTM will be around for a while (they have SAF, JetA, Mogas)

Speaking of cool Mooney stuff..................I remember some very wonderful Mooney dinners at the Cowboy Steakhouse during Homecoming!

..............and I found this stuff on Ebay several years ago. Certainly not as special as the cool things from @Mcstealth papa ! , but fun regardless.

Just received an email regarding DeReg restructuring and no longer offering FAA and Yacht LLC services. I have my Mooney registered through them so inquiring to the audience where you register and what other folks might be doing as of 1 October. Thanks.

got a replacement boost pump last year from Aircraft Accessories of Oklahoma overnight, they have done a lot of work for my plane over the years, reliable and responsive

Great information! You Dad was part of one of the best Mooney manufacturing eras ! Thank you for sharing this.

Scott Did you speak with someone at kx155.com? what is the downtown and cost?

Taking out the pump is not difficult. Takes about an hour, it is under the pilot legs, just behind the cowling. I had mine sent to Aero Motors and they had it back to me in under a week. I installed it back under the watchful eyes of an A&P/IA who was kind enough to come to my airport and look at the work and sign it off. (We don't have a regular mechanic at my field.) Whole thing was a non-issue.

I gather ASTM spec vs not is more an indicator as to how well the manufacturer plays well with the distribution chain. From refinery to storage and distribution and to FBO. GAMI went the solo route and had to find a refiner/distribution outside of current existing pathways (Vitol). They report million gallons but only sell it at a handful of locations. Why? Heck, Ada, OK doesn’t even have a G100UL tank for public use ASTM also speaks to mixing and testing outside of original manufacturer. GAMI doesn’t want anyone outside of GAMI and their limited licensed providers to be able to mix, test and certify conformance. I don’t think a GAMI certificate of conformance even shares the DHA (detailed hydrocarbon analysis) with the company mixing their fuel. It is just stamped “satisfactory” in the DHA field of the certificate per their FAQ. “if you wanna go fast, go alone. If you wanna go far, go together.” Certainly seems applicable with an industry that is so well funded, multinational, and reliant on so many resources within drilling, refining, production and distribution. Playing the “they don’t play fair” card may get sympathy from some. But it’s not a viable business strategy in the long run. This is why I feel GAMI was so instrumental with the CEH lawsuit in California. It’s their one door outside of their own development…legislation through litigation. After all, they are a small company that only owns a recipe. (In an industry where jet A, mogas and diesel dwarf AVGAS in comparison…these other companies, pathways, fuels and distribution won’t go away even IF 100LL does)

I mean.. These things fly perfectly straight without alternators, seat belts, airspeed indicators, transponders, or airworthiness certificates..

This one was loose beforehand. Should I have paid more attention to it? Yes! Was this it's final cry for help? probably so. The newer ones are square interface with a set screw. Easy remedy, but the plane had spoken.

I am so excited, I almost made the flight today. @Seth Too bad you can't make it. I now of at least 3 Mooneys from MD making the trip.

Normalization of Deviance! Sent from my iPhone using Tapatalk

People that have an Aspen and GFC500 will have either a G5 or a GI275 to control the AP. So you can either install a G5/275 that will control the AP and keep the aspen. Or get rid of the Aspen and go for 2x G5 or 275s.

Looks like my recollection of timing was not very good when I said "recently" Turns out I bought them in early 2024. Time flies when you are having fun. Apologies for the error.

Yes. So, most likely the power comes from the battery to one side of the coil. Then a wire goes from coil to Master Switch, then to ground. If the Master Switch is Off, no current flows so relay is Open. Then you turn on the Master Switch, the relay coil sees current flow and closes relay. Avionics Master Switches work the other way. They are powered from the main bus, so with the Master off, no current to flow. Master On, Avionics Master Off, the power flows from the main bus, through the relay coil to the Avionics Master Switch. And the Relay Opens, so no power to Avionics. When you hit the switch, the current stops, and the relay closes and power goes to the Avionics. This fail safes the Avionics power. Not all aircraft are wired this way.

Hmm, I thought they came from Don. Let me check Yeap, I bought them on Sept 27, 2022 from @DonMuncy

Imagine, you will have to use it what it´s originally made for... I would be interested what MSC takes responsibility to withdraw a carb heat system at a aircraft with carburator engine ...

Better than the door handle falling off before the door opened. I had to call the FBO on the radio once and have them send someone over with a pair of vice grips so I could get out of the plane. Since then, I keep a craftsman #0 Phillips screwdriver in the plane. It fits the roll pin hole and makes a nice emergency door handle.

Thanks Since cleaned and lubed they are working fine for now