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The point is - be realistic. And they should be too. They are not going to institute "new manufacturing". More investment? Ridiculous. They should focus on cutting cost and getting it in line with inflow. They can supply parts using much less infrastructure. And this dream of taking planes in trade and refurbishing is a whole different business model. They are going to drown in negative cash flow. This is why companies restructure, some potentially successfully, in bankruptcy.

I think the theory is that less flaps gives you 1) higher landing attitude so you are less likely to prang it on the nose wheel (particularly at=>; 2) faster speeds so you have more control effectiveness. As I said, you do you. YMMV...

It is a fine thread bolt, so it didn’t come from the engine. But it is very oily. Does your engine leak oil? Is your landing gear oily?

I always use full flaps. I’ve landed in some pretty wicked crosswinds. Can’t see how partial flaps would help. Let the flames begin….

I have the EI tach removed from my Bravo during the panel replacement in 2023. PM me if you get to the point where you might need it. Cheers, Rick

I'll just add this from our M20J (205) POH. Not very often there isn't some crosswind... I usually use TO flaps for landing. It puts the airplane in a better landing attitude IMO keeping the nose wheel a little higher off the ground. Seems most people that have issues landing Mooneys seem to land them flat or on the nose wheel first. Yes, this an airspeed problem but it is what it is... Flaps TO helps this a bit. Also, as stated in the other thread, there are no configuration changes are required during a go-around. None. Just add power and pitch up. That's it. YMMV.

"Since engine and airframe manufacturers were also involved, you can bet materials compatibility was addressed for them as well." Really? Why don't we hear directly from Lycoming, Continental or Rotax about their involvement and approval? Or from the surviving airframe manufacturers that have to warrant their new aircraft certified to use one of these fuels? And in late July, "Testing will begin later this year on a Continental 550 and d’Acosta said it will take about 18 months." Swift Fuels Unleaded Update At AirVenture - AVweb It is fricking 2025 - how can testing on a Continental 550 just be beginning later this year? The horse is behind the cart. How can it be ASTM approved with "engine manufacturers involved" if it hasn't even been tested in the high performance engines????

That generally looks like the size of several bolts that hold the nose gear assembly together. If your thumbs are about like mine, that could be something like an AN6-14 or AN6-15, both of which are used in the nose gear. Take a look at IPC section 32-20-00 for the diagram and a list of all the bolts in that area. I wouldn't put my head under there until either confirming that the critical bolts are all there or attaching a tail weight. You might consider sticking your phone between the gear doors and taking several pictures facing forward. But also, wow that bolt has been through some trauma! There must be a story of how it got so scarred. Let us know if you figure out where it came from.

Valid points. Do you have anything helpful to the fleet to add? The Chinese did contribute. They also spent a substantial portion of the cash on the composite trainer only to drop it at the 11th hour. Long and short of it; what are your options. I will embrace the Lasar group and support their efforts until they give me a reason not to.

I'm running CG numbers right now and even based on 1.5lbs that far back it's going to seriously limit me. My wife likes to ride in the back while we leave the front passenger seat empty. As is, I can do 30lbs in the baggage compartment and 40 lbs in the second rear seat; this puts me right at the aft limit with the gear up. It's no issue if she's in the front seat, but that isn't our preferred setup.

My understanding of the situation is that it's tied up with the FAA PMA approval, and getting the location changed from one FSDO to another, for each individual PMA part. Not related to LASAR'a abilities, processes or people, but caused by FAA red tape.

Boost pump off except for priming and emergencies is common (although not universal) the big Continentals. It's true for the Bonanzas as well. Not true for the SR22.

Yes. I run the electric pump until fuel pressure stabilizes, then turn it off and crank. Was taught this at a MAPA PPP just a few months after purchasing my Mooney.

This is where my servo is mounted in my C.

The GSA 28 Servo weighs 1.4 pounds and in the Bravo is mounted in the tail section beside the pitch servo. At that weight the CG is not going to change much. To me it is definitely worth the price.

Interesting. "taking over parts manufacturing at Kerrville and they have taken over the factory lease there. They’re implementing updated manufacturing processes". Didn't countless prior new owners and the Chinese previously tout that they were implementing updated manufacturing processes? November 2019 AOPA Magazine said "The Chinese owners invested heavily in modernizing production with new equipment and materials, " 2020 Aviation Consumer Magazine said If there’s a bright spot in any of this it’s that the Kerrville plant got a significant makeover on Meijing’s dime. When I last visited there in 2018, the old sheds had been reorganized, the parts manufacturing and tracking system had been upgraded, new production machinery had been installed and significant composite capability had been added. That alone puts Mooney in a good position to achieve its primary goal. LASAR "They’re implementing updated manufacturing processes" - Does that mean that they will no longer making hand made parts for our handmade aircraft? Don't forget that Don Maxwell posted on Facebook " I've seen the books, with the Kerrville overhead it cant make it making parts. Hard to say but its the truth. Hopefully Lasar's hat has a big rabbit in it. I wish them well as we all should." And "Mooney Phoenix" - trades and refurbishing old aircraft? Chinese news sources and the Kerrville Times reported back in 2013 that Meijing planned to "refurbish used aircraft for sale to other markets" and "carry out second-hand aircraft trading and renovation, focusing on Asian markets." The Chinese came with bags of money. I seriously doubt LASAR has any significant capital. They can't seem to replicate the manufacturing that LASAR did in California before their move.

I'm curious about installing a Garmin yaw damper to go with the GFC 500 autopilot. Any idea where the servo is physically installed and what it will do to the CG and how much weight it adds? My M20C is already pretty tail heavy which is great when it's just my wife and me, but it becomes difficult when trying to add adults to the back seat. Moving the CG any farther aft would essentially limit the back seats to children only. Thanks,

Huh?

Possibly an exhaust flange bolt.

Probably referring to priming it with the electric boost pump.

I have seen several Moonies with excessive gear pre-load - electric and manual. What A&P would reduce the preload on a landing gear that came to them and risk being blamed for a gear collapse for any possible reason? IMHO this sort of mindset is pervasive in the trade. Typical escape clause: 'aircraft is airworthy with respect to the work performed'

That's the one installed in my Bravo after the Moritz gauge died,

Continuing to clean out the hangar. $225 plus shipping or deliver to Mooney Summit today or tomorrow.

Should've asked what was parked there before. That's a fairly large diameter bolt. Not very many that size on a Mooney.

Hey all, recently redid my panel. I replaced this switch panel with the vertical one. Let me know if interested!