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^^^^This

Ill try that tomorrow. I suspect its not working. Thanks

After reading these issues, I’m going to mark the limits and take off zones of my Mooney now while it is in rig and nothing has been done to it. Airbus has markings that we check on every preflight to verify the horizontal stab has returned to 0 marking which the computer does after every landing. With having markings on my Mooney it would be another easy check that I remembered to reset my trim for T/O when I got out of the plane no guessing that looks about right.

I am looking for the seal that goes between the intake and the hole in the cowling.

I use a CO2 inflator for my bike. I have one in my Mooney toolkit but have never used it. I've used it several times on the bike. The advantage is it can just sit at the ready for years. This inflator looks cool but the downside is making sure the battery stays charged.

I’ve used both airports in Kalispell, and you’re right to be careful with the downtown one, but it’s not terrible. Well the parking on the “city side” isn’t much more than a three car driveway, but it’s really nice to park and walk across the street to restaurants. I have a nice picture of my wife changing our son’s diaper just behind the wing at that airport! Beautiful mountains there for sure. GPI obviously has more amenities. We have been there twice to get a rental car and get into Glacier NP. Very convenient. I parked over in the self serve area across a (small) taxiway and don’t remember any fuss about fees. The fbo was pretty easygoing with us. Glad you had a smooth flight! Below is at the downtown airport but is not the diaper picture!

Exactly, and kudos for being more civil describing the fool than I would.

And what percent of your cherry picked, google searched accidents are part of the total accidents investigated and closed? Way to go searching out the outliers that help your tin foil hat anti-government platform. Don’t you have a bomb shelter to go back to?

@dkkim73 very nice! GPI is my preferred spot to clear customs now that GTF is charging a fee. We were “stuck” there for a couple days last month when my starter clapped out. The boys over at Rocky Mountain had a new SkyTec installed for me within two days and we were back on our way. Kalispell city airport is neat, there are some nice people there. Take a flight up past hungry horse dam, it’s a sight to be seen! As you’ve seen, Glacier Jet center is no more, but even though it’s now a “big box” FBO, I still get treated really well even in my little Mooney.

He's a good friend. That helps!!

Did not really need it but bought one anyway. Also bought the cigarette lighter plug, along with 2 dewalt batteries and an adapter. Both power supplies work well. Starlink worked wonderfully this past week at 9500ft and 200kts ground speed. Only problem is my wife kept fussing (not really) telling me to quit checking my eBay Lol. I imagine in a few years it will be the size of a phone with rechargeable battery. Amazing technology. IMHO.

Flying the j3 and sport cub has really rehashed my love for flying. 63 hrs tail wheel time in the last 12 months. Still like to go fast but there is something visceral about low and slow. Cheap fun too!

This always 'sounds good' but I've been curious how you implement it. Do you tell your A&P BEFORE the annual that you demand he accompany you on the first post annual flight? And, have you had anyone say, "no" and you moved on to another shop? It would seem if you ask AFTER the fact and he says, "no"...you're going for a solo post annual flight

As stated before, contact Paul beck at Weep No More, he sealed the tanks in the first place, his warranty is 7 years and he stands behind his work, he may be interested in understanding what happened here and why and he is one of the most competent people to fix the problem

I've never seen air at a self serve 100LL fuel pump. But I've only landed in 18 states, none of them Kalifornia.

The SB is M20-190B (and M20-191) The ADs are 75-23-04 (Duke's), and 75-04-09 (ITT)

Works like a charm. From a couple days ago. Won't let me upload the video, but you get the idea. Chugga chugga chugga. About 1/3 of charge (nominal) airing up my 3 tires after a couple months.

Nope. Not available at any airport that I’ve been to in NorCal…

Yesterday, flying up to the big airport in Kalispell (Glacier Park International, KGPI). Nice airport. Read some bad PIREPs on the FBO fees but, at least this time of year, no issues for a Mooney (facility fee of $40 is silly, but waived with 15 gal or top-off). Courtesy car was a brand-new 4Runner. Traffic included a slick Challenger and a Caravan full of rescue dogs, among others. Drove past the tiny airport right in the city. 3000-something foot runway with buildings all around, displaced thresholds. Very old school, might get brave and try that sometime. Lots of amenities since I last drove there from my summer job in the sticks to go a movie 30 yrs ago. Anyhow, fantastically smooth and pretty day. Winds whipping around 30-40 kts at altitude but I am guessing the inversion capped all the valley air and so not the usual washer-and-drier effect coming up past the peaks.

So... I bought a 2009 longbody from a pretty solid-seeming seller (didn't know him personally), sold by a knowledgeable broker. Plane well taken care-of but hadn't flown much in the few years before sale. No damage history or hidden landmines. Got lots of advice, paid and unpaid. The deal (as advised) had an agreed price, and then airworthy items the responsibility of the seller and non-airworthy of the buyer. There were some gray areas which the seller/broker were very reasonable on (eg. splitting a prop overhaul). We had an annual-as-prebuy done at the Mooney Factory Service Center under Michael Kneese. Very professional and honest eyes, lots of great communication. I was surprised by the level of detail you get into quickly. I had a *large* spreadsheet I made to track issues. I was *shocked* by the number of things they brought up; they were honest some things were "full disclosure, doesn't meet type design", some were real small but potential Achilles' heels (a wire issue to the air temp sensor which, if it goes wrong, will punk more of the G1000 than you'd think), some were just wear, rigging, etc. The TKS stuff went deep. They really dove into the Garmin servos and we needed two clutches. Lots of little moving parts. I knew I had some cylinder wear issues going in, negotiated that along with other things. The length of the squawk list made me initially think I'd made a mistake.... this was corrected after working through the list with the lead mechanic and an advisor. It's actually a very clean plane. Planes just have lots of little bits. It felt like a full-time job for a couple months (disclosure: I'm pretty compulsive but I don't think outside 1 SD around here). This was my experience. But it was very worth it to 1. separate out things that you really feel you need to work out with the seller, vs. decide your own priority on 2. know where you are starting. I have a good intuition for the aircraft, what's tip-top, what's going to need interval eyes, what's known wear, etc. It gives you a lot more info for decision-making down the road, and more confidence for flying decisions (I know TKS is solid, servo clutches are solid, after 2 yrs I know where the engine "is", what the turbo innards look like [borescope] etc). There will always be surprises, but this gets you "read in" in detail vs. figuring it out later chasing gremlins. Funny note @Schllc generously provided a lot of his time on the phone talking me through some aircraft and cylinder issues, advice on the process, etc. @Brandt and others here also stepped up and offered their expertise on-call. Yes, amen, amen. That's something to keep your eye on. It's immensely gratifying to have a plane you fly, and know, and in which you have pride of ownership and maintenance. Yeah, I think this is a good viewpoint. You're taking over the airplane and you ideally want to know everything. You will definitely care about things that are not technically airworthy-determining items. My 2nd annual was also a bit much, but that's a mostly-unrelated story. Beware squawk "wish lists" ;). On the bright side, doing the work up-front at purchase prevented knowable surprises. One insight I think is to factor in interval inspections and lifetimes (alternator coupling, prop governor, etc). HTH DK

A&P/IA signing off the annual goes on the first post-maintenance flight with me. Sure as hell makes him triple check things.

Bringing this back around, as I found mine the same way after purchase. initially thought the cable needed adjusting but now am pretty certain it's just missing the seal. @00-Negative did you seal yours up as suggested with the gasket material, or did you get it to someone to fix? thanks

Yep! The "D" in "DTSB" is "Dangryder" Transportation Safety Bureau, a self-righteous, self-appointed one man "bureau" who reviews initial video, does Google views of the accident scene and has his "final cause verdict" out before the National Transportation Safety Bureau has even completed their initial report of the accident circumstances. No need for actual data or investigation, just quickly assign blame amd move on to the next video because he needs clicks and views. Oh, if he can wangle a free airline ride near the accident, he will visit the scene, going around barriers and looking for "evidence." But his own accidents, which he also reports on, are never pilot error . . . .

The OP’s profile says “M20E”. I was wondering the same thing. I know of a Service Bulletin on the Dukes actuator but not of an AD.

It’s in the 100 hr/annual check list on the factory website Sent from my iPhone using Tapatalk