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+1 for Peerco 321. It was a little slow acting but did not eat or damage any paint and mostly smelled like oranges and I felt no need for a respirator or filtering mask.

lol I don’t think he’s listening. Maybe if you say it a third time.

The hardware is the same in both wings, top and bottom. The last tank re-seal in the logbook was the left wing in 1989. Nothing noted for the right tank. The biggest problem we're having is just getting access. You can't pull the panel if the hardware just spins. That's our main issue. Other than that, I agree with your assessment.

Food for thought, I had an intermittent issue with gear going UP. I tapped on the contactors and voila! It went up! I replaced both for good measure. And then, it still didn’t work right. Long story short, the light tap of a hammer in the general area created enough vibration to break loose the real problem, that turned out to be a limit switch actuator. YRMV.

But a $95,000 forfeiture on a $6 purchase??? Seems a little whacked to me.

My TAS is usually in the mid-140s, and I plan my descent at 500 fpm; coming down from 9000 msl to pattern at 1200, I may start down ~50 nm out, depending on my groundspeed. So 7800' would be 15 minutes, plus 2-3 minutes to level off and slow down; at 145 knots, 18 minutes is 43.5 nm, so winds aloft will make a difference.

Seems consistent with typical civil forfeiture over the last forty years or so. i.e., bad.

Also look for crosses to other part numbers, or a MS number or such that might expand the part search. Also, if you can find a manufacturer name and PN on it, sometimes that can help.

If the old one was fun to fly the new one is more funner. dialed back I was doing 165knots. still makes me nervous getting her slowed down coming in. Some where between 20 miles out and 15 miles out is when you want to start down. Texas was hot today bumpy at 5500

I'm still used to you posting about your F, not a shiny "new" S . . . .

I had one go bad. Found a new old stock of the OEM part number. There are plenty of Chinese knock offs.

I am still not exactly sure where that fuel leak is. If it near the empanage wing root, it may just be a) the rubber fuel hose that connects the tank to the hard line. b) a leaking fuel sender. Remove the side panel and have a look. These guys have the fuel sender gaskets order 4, just call them the Mooney ones are a bit thicker. https://www.brownaircraft.com/aviation-seals-s/22.htm You can get by for a little while just by tightening the screws on the sender and maybe the clamps on the fuel line. Fuel line can be from the Auto Parts store, I don't think there is a special Aviation fuel line. NAPA will probably have Gates Brand. Make sure it is fuel line. And you don't need high pressures stuff.

It's a little crazy. I like to say "25 years newer than the old one, but still 25 years old"

I’ve been to Singapore twice for a total of 3 weeks. You can get anything you want in the alleys of Geylang.

I think that my Mooney ages like Tom Cruise! Although I think his surgery budget far surpasses the Mooney’s.

I would think it got that way by cranking the crank further than it was meant to go. As in demand as those seats are, finding used parts is not likely. I would find a good TIG welder and have it repaired. My step dad (rip) could straighten that out like it had never been bent. I probably could too. He taught me most of his secrets.

That’s why WVI is a better data point.

I have the articulating seat on the pilot side of my M20J 1984 model. The seat is out for annual, and in looking at the under side it appears there is a bent part that stretches left to right across the back bottom of the seat - see photo. 1. I assume this part is not correct - not supposed to be bent like this, correct? 2. Does anyone know the part number for this part? 3. Where is the best place to potentially source this? When the seat is all the way down, it sits perfectly flat. When you start to articulate the seat upwards, the left side gets higher than the right side, it also leans from front left to back right.

Ol hags.

Would not this relay since not available new anywhere be a prime candidate for owner produced part? How specialized can that relay be? Where is radio shack when you need one?

If the limit switches are same vintage as relays, might as well replace them while you are at it if you can find new switches and are planning to keep the plane for a while, food for thought...

Pretty closed up sadly.

If yours is an "ol girl", what are the rest of us flying?

UPDATE: I found two used relays from BAS Parts, PN 940084-501, which are the Mooney retrofit parts for the original but now obsolete/unavailable 6041H53 and 70-311221 parts. I couldn't find new anywhere. LASAR had history from several years ago showing $3000 and 18 weeks lead-time. Worst case, even though used, these retrofit parts must be decades newer than my originals. We'll see. Thanks for the advice above.