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I think the only option is for somebody to develop a PMA replacement. The world is full of gear motors.

I was looking at the Globe Motors Alabama facility. The local news from last week says that they are laying off 3/4 of the work force. I suspect that includes the folks that rebuild the motors.

That's very similar to the performance i get from my C at 9000 msl, WOT- / 2500 and leaned to peak or 25° Rich. No fuel flow installed, but i get ~8.4 gph from fuel pump to fuel pump. I do have the 201 windshield and guppy mouth closure, but also have a Hartzell 3-blade prop.

Yeesh, that’s scary. Heres my thoughts… first, I was having an issue with mine no more than 4 months ago and I contacted Globe / Allied at the Alabama facility and they said they could overhaul it if required… are you sure you were talking to the Alabama folks? The accent left no doubt for me. However, maybe something has changed there… Second, are you sure it’s the motor and not the limit switches? I think there’s a similar setup to the flaps where there’s an up and down limit switch, and those would be more likely to fail. Good luck!

Well, it seems like there is about a 5 knot penalty on my plane for the 1970 model (with many exposed screw heads instead of flush rivets) and inefficient three blade prop. My best speed/fuel efficiency ratio for cruising seems to be 9.3 gph (peak EGT) at 8500 feet, 143 kts, 2500 rpm.

There's been cases where a nose cargo door opened and contents came out into the prop on that side. Those can be bad accidents.

The only speed mod I have on my E is the cowl enclosure (LASAR), it has the 1-piece windshield (not J) but that's it. I get the same as you LOP, around 142-145kts TAS @ 65% power at 7.5-8gph, but ROP I will get 152-155kts TAS at 75% power, 12gph to be 150deg ROP. Book figures are actually like 160kts if you can believe it, but nobody is getting those numbers out of a stock E haha. If you're getting 148, it is a tad slow for an E, I've owned 2 and both had no problem hitting low 150s at 75% power. I routinely fly mine LOP, the 10kt speed penalty is worth the 4gph saving... Up at higher altitudes (e.g. 9000) I see even better, this past weekend I flew to NC and at 9k, 65% power (WOT, around 20" MP, 2450 RPM) leaned to 8gph (20deg LOP) I was getting 145-148kts TAS.

I will start this post by saying that I have read the existing threads on this topic and that I have some unfortunate news to share. My cowl flap motor has been intermittently failing over the last few months, and it can no longer be ignored. When I contacted Globe-Motors (Now Allied Motion) about getting it refurbished they told me they are no longer repairing or refurbishing these motors. When I asked about purchasing a new one, I was told that there is a 4 unit minimum, a 38-week lead time, and that they do not sell to individuals. I did try to email Bobby Eldrige but his global motors email no longer seems to be active. I am looking to see if anyone knows any other options for repair or purchase for these motors. My original part number is 880050-501, the updated part number is 880050-513 / M409M498. Any insights or suggestions would be greatly appreciated.

I wanted to buy one as my first car but once my mother heard Porsche, it was swiftly ruled out. Back then you could get a rust free 914/6 for very little money. My argument that it was just like a WW Beetle was ineffective.

1) I always treat a prop as hot. Even if I have the keys in my hands. Taught that by my Dad who flew lots of radial engines for the US Navy. 2) I always visually check the switches before touching the prop. They are easily seen through the pilot side window, even better if the storm window is open. 3) Mags Off sign. As I said before, instead of keys on dash, sign. Putting sign up on dash includes a check of the switches 4) Treat the prop as HOT, ALWAYS. The funny thing it, I have been great about turning them off. But have to admit I spun the engine a couple of times where it did not start. Yes, because the switches were Off.

Hello! I am wondering if there is anyone located in the Northeast Wisconsin area that is willing to show me their Mooney? I'm looking into ownership and would love the opportunity to get a feel for the interior space and seating position. I am looking at C, E, and F's and understand the F's have more rear legroom, but am also curious to see if a C or E would work for a while as well. Thanks! Greg

That’s all well and good, perhaps my question wasn’t clear. Why did you choose the Hartzell over the C214 from McCauley? The 214 would have been an upgrade from your 212.

Early reports said cargo door opened. So could have been one of the nose doors. Same thing applies, FLY THE AIRPLANE. I may have mentioned before, but when I was instructing in Cessnas, just pre-solo at about 500 feet a window would pop open. It always seemed to be the one on my side. Yes, we had discussed this on the ground a flight or two before it seemed to happen.

They set track records for THEIR CLASS. Not outright. LOVE my Fiat 500 Abarth. Hmmmm, 500 Abarth, E46 M3, E36 M3 LTW, Mooney M20K 252. Maybe a trend.

The final report is out: Someone should change the thread title from "New “impossible turn” video - Acclaim S" to "New “very likely to kill you 180 to the runway turn” video - Acclaim S

Thanks, Dev. I spoke to the folks at LASAR and decided to try to install the flap gap seals (at least) at my next annual. (At the moment they are trying to get things squared away with the FAA after their move to Oregon, and are not selling any of the kits; but they should be available in a month or so.) The other two kits they recommended were the dorsal fin vertical seal and the wing root fairing. Anyone have any experience if these two do anything to improve speed?

Ok, might as well buy a new engine well you are at it.

Thanks for your enthusiastic interest and continued patience as we finalize the launch of our Absolute Angle of Attack (AOA) system. We are incredibly excited to share a final project update and confirm the inclusion of several key features based on your valuable feedback. Feature Confirmations and User-Requested Implementations We have worked hard to incorporate your top requests, ensuring the final product meets the high standards required for critical flight instrumentation: • Effortless In-Flight Calibration: You asked for simple calibration, and we delivered. Our new Easy One-Point Calibration feature dramatically simplifies setting your Absolute Angle of Attack (AoA). While cruising, press Start, and when you hear the stall warning, press Stop. Get precision AoA data in 3 minutes, with zero hassle. • Custom Audio Tones: For enhanced safety and familiarity, we have implemented the user-requested tones mirroring military systems. The system now includes 400 Hz and 1600 Hz frequencies and pulse rates to clearly indicate different phases of flight, such as approach and critical AOA warnings, similar to Navy and Air Force standards. • Lift Reserve Display: Your request for clearer flight performance data has been met. The display now prominently features the Lift Reserve Remaining, providing pilots with intuitive, immediate visual feedback on the aerodynamic margin above stall. • Over-the-Air (OTA) Updates: For effortless maintenance and future enhancements, the system supports Over-the-Air (OTA) updates. You can easily perform all future software updates and system enhancements wirelessly, ensuring your AOA system always runs the latest features and firmware. Solution for Flap Position Sensing: The New AoA LiDAR Pod We heard the feedback from many owners, particularly those with twin-engine aircraft, regarding the challenge of finding a suitable mounting location near the flap area for LiDAR flap position detection. To solve this mounting constraint, we have designed and developed a dedicated solution: • New LiDAR Pod: This is a separate sensor housing crafted from aircraft-quality aluminum that can be mounted away from the main AOA probe. This pod is specifically designed to overcome placement issues on complex wing configurations. • Availability: This LiDAR Pod is ready for purchase now as an optional add-on. Please see the attached images for a detailed look at the final design. Thank you again for supporting this project. We look forward to delivering the most advanced AOA system available for General Aviation. More about Absolute AoA - Holy Micro!’s Absolute AoA System Receives FAA Certification AoA_LiDAR_POD.pdf

A bit slow for a stock E. I take a strong principled stand against the folks here saying to put up with it - you didn't buy this thing to putt along at 143 - 148kts! You wanna be seen getting outrun by my well-modded C??!! How's that for a motivational pep talk? Cheapest speed mods are rigging it perfectly and waxing the wings. Make sure gear doors close fully. Timing advance in cruise from a Surefly will give you a clear benefit also for not too much money. The powerflow helped my C a good bit but may not do much for the E's engine/exhaust setup. The cowl closure looks nice but does nothing. Brake caliper rotation and flap gap seals are cheap mods that actually help a bit. Most other mods do very little. The 201 windshield is hard to find now and is a very expensive way to get a couple extra kts. Same with a 2 blade top prop. The windshield does make the cabin feel more spacious, improves visibility and perceptibly decreases prop noise.

The Hartzell has a shorter lead time with the prop shop I'm dealing with I have no desire to shop around I want to be flying with a new prop as soon as practicable The McCauley prop and blades are nearly 50 years old I don't want to send for a rebuild only to find the hub and/or blades unserviceable I don't know how long the inner bulkhead was cracked, leading to vibration and more cracks Unknown vibration effects on the backing plate bulkhead and a possible undiscovered crack I didn't see a crack in the main bulkhead, but with an unknown duration, I don't want to find it later. Along with the propeller, I get a new polished spinner, bulkhead, and backing plate My wife said get a new prop Finally. I like the way the scimitar looks, and it may be quieter and smoother.

While it wasn't a formation flight, I took a friend to pick up his 75 F after AP work, a bit over and hour away. On the flight home, despite the 3-blade airbrake on my C, I kept his F in sight, and I was on downwind about the time he parked.

No, the base Cherokee, even Archers, is just a Fiesta. The Celica has always had too much get up and go.

Hi Barney, I had also had a shock absorber the same as yours on the nose wheel of my J when I bought it 25 years ago. My Mooney was looked after in those days by Hamish Ramsay (who has since retired) at YWGT and I recall him suggesting he remove it as Cfidave suggested, Mooney considered it to serve no useful purpose and authorised the removal if desired, so that is what Hamish did. I forgot about it until I just read your thread.

I can’t read my own IPC… the AN7 bolt is index 14, the shaved bolt is index 15… Mooney doesn’t list the mil-spec pn equivalent…

Shock Removal.pdf