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this is dated but here is what was available about 2 years ago hope this helps, James '67C

I dumped it into a 2009 Outback filled with sludge in @2021. It was leaking a bit of oil and thus I never changed it over the course of 4-5 yrs and maybe 20K miles. Driving from ORD to ATL it blew all the crap out and the car leaked like a sieve because of all the sludge being gone. Mechanic put some gaskets and other junk in, said it was a really clean looking motor. Still running though I try to change the oil at least once a year now (it’s down to maybe 1k miles a year now). Testament to Subaru and Seafoam in my book. YMMV.

There can be a process where you and the shop doing repairs physically review the items repaired. As far as an annual inspection they are just a bit more intensive than the walk around. Pre purchase are discretionary. The best thing you can do is get a copy of the Mooney 100 hour/annual inspection and start learning what it means. If the prior shop doing the work is local, I would set up some time and have a review session of what the avionics shop found. Just as a pointing out/lessons learned. The random screws on that one pic is a clue of prior maintenance. There are threads on screws that you can review and get your own set of screws to start fixing things. Here is my normal thing after a plane has been worked on. Really Really good walk around. Fast taxi or two. Shut down and review for leaks. Another fast taxi. Take off and circle up over the airport. Transponder antenna is easy fix for the avionics shop. Could have got wacked taking a cover off or on. I usually say to have 10K in the bank after purchase..... although I am up to about 15K with the newer plane.

According to the SDS, it appears to merely be light oil, naphtha, and isopropyl alcohol. Probably a good degreaser and starting fluid, but I wouldn’t expect it to have an effect carbon or lead deposits.

I’ve wondered why it hasn’t been discussed more. It’s a staple in the auto world. Pretty similar, is a petroleum product you can put pretty much anywhere.

I knew you would come around.

ACK! As Bill the Cat might say? I’m thinking transponder, and writing ELT. I plead late night induced sleep-surfing. Thanks for the correction, I’ll change my post for clarity and will try tp do better in the future.

Ahhh...yes. The universal "it is for the children" argument that we are all supposed to buy without questions. By the same respect, it is morally or ethically acceptable for any airport governing body to allow or mandate sale of a product that has been misrepresented as "safe" while causing damage to aircraft? I guess it is, so long as it is "for the children".

The whole returning dirty oil to the engine is nonsense. The oil mist / vapor that goes overboard is no different than the oil in the crankcase, it’s not dirtier. Every modern automotive engine I can think of has a separator in its PCV system, because of course you don’t want the engine induction system getting liquid oil into it. Automotive engines haven’t dumped blow by overboard in what maybe 60 years? I’ve seen no difference in oil analysis on engines running separators from ones that don’t. Don’t you think Blackstone etc would have raised a flag years ago if there was? Having said that neither of my current airplanes have them, I’m lazy and cheap, I just clean the oil off once in awhile with mineral spirits. I know some aren’t even allowed to wash their airplanes it seems, if I were that guy I’d probably want one. Some perfectly Airworthy engines blow oil out, some don’t. Wrt pumps are “better” in that they are extremely reliable, and last as long or longer than the engine, but they do pump out an oil mist in their exhaust, it’s not an excessive amount, you don’t have to run a separator but it will increase a greasy belly if you don’t. Oh, wet pumps are bigger and much heavier and more expensive than dry ones.

I suspect yours is not stock. Do you have a cowl mod on there? Stock spinner does not have bulkhead. I know Tyler had one from an F, but suspect it is different part number. @Flyler

the latest GAMI FAQ: https://www.g100ul.com/news/g100ul-unleaded-avgas-the-facts/ GAMI is really desperate note: 4. Does not require any physical changes or modifications to any aircraft. "Given the current regulatory approval for a high octane unleaded avgas for use in nearly all piston engine aircraft - - One is compelled to ask the following question: “Is it, now, any longer morally or ethically acceptable, for any airport governing body to allow aircraft to continue to pollute the air around the airports with lead and thereby increase the blood lead levels of the neighborhood children?"

Seafoam is better

You joined July 12th before you bought the plane and asked about insurance. My best advice is ask before in future, not after. I have been flying and owning since 1988, there is nothing I do even today without consulting with folks be it here, the airport, mechanics I have made relationships with over the years. I would look at a Saavy membership.

When I teach transition students, I teach this flow: Before Takeoff, left-to-right: Fuel pump on Landing light on Fuel on the fullest tank Cowl flaps open Mixture full rich Prop full Gear area clear Flaps set I have them physically run their hand from the johnson bar down to the floor and then look to confirm nothing is there. It's kept me out of trouble!

External ELT antennas are not only very common mounted on the upper fuselage, that is where I would expect most owners would want them (unless you would prefer landing inverted off-airport).

If you didn’t own the aircraft and didn’t hire the shop directly to perform the annual then it would not have been your annual but the sellers with no need to communicate anything to you. Very possibly the screw interfering with the aileron tube was added by the shop doing the annual if there isn’t much damage to the tube. as a new inexperienced owner it’s too bad you didn’t use Savvy Aviation to manage your pre-buy and annual as you would have gotten good professional advice to avoid these mistakes. Too late for that now but you can contract with them for the QA service which is a consulting service to help you with your next steps. See SavvyAviation.com for details. Sent from my iPhone using Tapatalk

Welcome to aircraft ownership. You might think that when you pay for an inspection, everything is inspected. Not so. I've had brand new aircraft with tools left in the inspection bay and the inspectors stamp to ok the close up of the bay on the inspection panel. A lot of shops service the airplane in accordance with the MM, lubricate, clean filter etc but do not poke around. Some get into the weeds more than others. You will find good shops who carry a lot of Roundup. Those are the ones you want as they will keep you ahead of problems. The avionics shop seems like those kind of people.

Looks like a sellers annual. Did the shop know the seller?

You already have received good comments above, but I will add my opinion that it is unusual, if not impossible, for every flaw to be found on pre-buy. Especially if it was not done by one of the well-known Mooney experts. I would also opine that it's not super unusual for things to be missed at annual -- particularly the first couple of inspections on a new-to-you airplane by a new-to-you shop. It's not what we hope for, but that's reality. Even if you are not mechanically inclined, you need to constantly poke around your airplane looking for anything that doesn't look right.

Of course the cost of the engine is just part of the expense. The OP seems to acknowledge that the engine hoses need to be replaced as well. Other things to consider: The engine mount should be cleaned up inspected and repainted. Usually they need it. Its a good time to have the prop resealed and painted which means the old oil and lead sludge will be cleaned out. The exhaust should be carefully inspected. Often there is something going on there. Repair/replace any bad baffling. It's a good time to clean and paint it. How many hours on the alternator?

Always good for Distracted Pilot Training. Better than open cabin door.

@Marc_B Thank you for the write-up. Looks like a very clean install.

I paid Zephyr $45,800 to overhaul and upgrade to the IO-550N last May which took 12 lbs off the engine. That included replacing the cam which was $2300. They installed J&J Nickel cylinders. Took 65 days mostly because cylinders were scarce. Fuel flow needed to be tweaked after installation but other than that all is good. Florida is also a no sales tax state on aircraft parts. I’m just past 200 hours and it runs great.

Indeed, that's the recipe for Airbus, the big risk of using that in Mooney (or Airbus) is skipping to "check speed for retraction step by step" I had someone who did that after bouncing while I checked him in Mooney: oh boy, what a ride ! Go-around did not exist in 1967 maybe, they were simple: accelerate straight and level and do what you like.

That's posh I think others answered the question on "vario" Finding a new analogue one would be expensive. I think Garmin PFD (e.g. G5, GI275) process static input and give a sort of "instantaneous vertical speed reading"? Altough their screen is too small and IVSI info is even smaller (I never look at it), it's obvious when wheels leave the ground or when Mooney is climbing, I don't have to look inside aircraft to figure it out (in Jets, the pilot can climb 50ft while his wheels are on the ground, so they want an extra confirmation).