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You will have oil temp in short order. You will be fine.

Aerocomfort in San Antonio is the only option I would consider. all other routes are risky to me. Textile skills get rarer everyday. I took the risk with two people for my Aerostar and both ended poorly. when it was time for the Mooney I went and I will never experiment again. I will find a way for aerocomfort to be involved. Good value, great people and awesome quality.

This is what the Owners Manual for my 1970 C says, page 38, POH 1203: Where do you get 100° minimum temperature? I don’t see it anywhere.

Most any of the foam that you buy really does not burn that well.

If you have questions about the electric conversion let me know. Over 400 kits sold to date. We have an occasional failure, but in many cases we trace it back to an alignment issue with the cable and step, and we have instructions on how to rectify that. Mooneys being hand built, there are small variations in each.

According to this SB: https://mooney.com/wp-content/uploads/2020/12/SBM20-231.pdf they are MS20426AD4-5 and -6

That's why I've always thought this whole 'burn cert' thing was beyond silly. In a large cabin class aircraft (like a commercial airliner) it makes sense, but not for a four seat GA plane!

I have the GDL52R mounted in the tail with a gps/xm antenna on top of the cabin and an ADSB antenna mounted inside the fiberglass belly pan. It has worked perfectly for years. It also has more robust connectors than the portable version.

The ACS has how to set up a burn box. I tried the same piece of leather three times and could not make it burn. If the fire has burned through the leather to get to the foam, and I am still in the plane, There are much bigger things to worry (or not) about. Oh and your Mooney is CAR 3 standards. The ACS is for the newer standards.

I took mine to a local upholstery shop. I left the foam alone because I had no issue with comfort. $3,000 for all seats in leather with burn certificates; he's used to doing airplane stuff because the local shops send work to him.

I found a used 1CH1-6 down limit switch for $75 from BAS vs the near $1,200 that LASAR wants for a new one (plus an 8 week lead time)...I'm going to take my chances for such a price difference.

I have the flight enhancement one. Working great for years so far.

I'm also operating under the 1970 C Model POH (POH 1203) and have been following 100F as minimum before takeoff based on this same 100-225F range for continuous operation. Seems pretty clear cut for us and can probably inform the discussion for other similar engines (O-360-A1D). 100F takes about 10 minutes on the ground when running 1000-1200 RPM for me with the ambient around 40F.

I'm glad this thread exists because I am working on my cowl flaps on my '92 J as well. In my case, I need to replace these rivets: Does anyone know what they are? AN4 solid? A, AD?

Well, there you go! I've been worry free for just 8 years, but it feels good

We’ve been worried about it for 58 years. I’m sure it will fail someday; as they say, it’s just a matter of time. To put things in perspective, in the time that it’s been trouble free, we’ve been through three engine tear-downs, countless mag overalls, to prop overalls, one prop governor, countless spark plugs, a fuel server overhaul, I could go on…but I’ll get back to worrying about that mechanism having issues.

@takair

If you do a good job of installing it, an inspector will likely never notice.

That streamlined design was installed on the last of the F models, including our 1976 M20F. That's likely sufficient "approved data" for any mechanic to be comfortable installing it on any F model.

My F has a fixed step. I rather like not having to worry about any mechanism having issues. I can live with the 'massive' loss in speed

No need for jacks to open the belly panel. Our J numerous times the flaps wouldn't come up on the ground, unless you gave them a little bump with your hand. Our mechanic cleaned the contacts eventually and no problems in several years.

Yes, agreed, the times I've landed x-wind with partial flaps have been problematic -- so always full flaps.

Don't get too comfortable with Duffy's comments in August about not planning to privatize ATC "“I could spend my time the next three and a half years fighting over privatization. I’m not going to do that,” The minute it becomes apparent that they have grossly underestimated the cost to update the Nation's air traffic control system, this flip/flop administration will immediately be singing a different tune. Crony capitalists will appear and offer "ideas" that appear to reduce the cost to the Administration. And don't forget it was Duffy's boss that suggested privatization of ATC in the first term. And don't expect your do nothing/incapable of independent thought local Representative or Senator to help out. The shut down is already renewing calls for privatization.... Opinion: The shutdown exposes the need to privatize air traffic control - Anchorage Daily News The Shutdown Exposes the Need to Privatize Air Traffic Control - Articles - Advisor Perspectives (reprint from Bloomberg without subscription needed)

Hello Everyone. Had to stay away from the airport a few weeks. I am planning going tomorrow to check the microswitch and apply some contact cleaner. I have never opened the belly panel myself. Any special advices? Would the plane need to be jacked in order for me to open the belly panel?

There is a simple solution which I think the "bright kids" at the Private Equity companies consolidating aviation services will soon figure out. The FBO's and airports will charge a substantially lower fee/rate if Owners allow the use of "automated billing" in order to get a "discount". Or, if the FBO needs to hire a kid with a clipboard & binoculars or same to watch cameras or install number reading tech cameras to bill Owners manually, then the Owner can pay a much higher fee - maybe 2X or 3X higher. Owners will be all over and in favor of automated billing in a heartbeat......