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What are the chances of sharing this again? I've been searching for a while and like others, there doesn't seem to be a like for like available anywhere any longer. Thanks in advance!

The older Mooney's had duct tape around all the openings on the floor/wing root to seal the outside from the inside. After 10 year duct tape kind of just goes away. Pulling the carpets and replacing with aluminum duct tape is a good solution. Not sure how the newer ones are sealed up, but have been wondering and now I have to go look.

Gotta love the weight and balance on a Mooney! We’re going camping in Bandon, Oregon on the beach. Try packing for camping with two adults and two kids! Fit exactly 120 pounds in the back, and the weight and balance is still good! There’s a second kid under that towel in the backseat. And although the weather wasn’t great, and we had to shoot a circling approach close to minimums to land at North Bend, we weren’t upside down either.

Yes, the vents that are more flush may be more desirable for this reason. That 1" is a lot for taller people, especially during ingress/egress. Something like this works well and doesn't stick out nearly as much: https://www.amazon.com/Garneck-Universal-Trailer-Interior-Outlet/dp/B087TG6BWT

It’s weird to me that people say, “if your an A&P or know an A&P who’d be willing to work with you…. It could be a good value”. My time isn’t free. I can work on my airplane with my time, or I can use my time to generate dollars. You aren’t getting a deal committing huge amounts of time to something. You are paying for it with your time, which could easily be used to generate money somewhere else. I do owner preventive maintenance a lot on my airplane. I do it for 3 reasons: I enjoy it, It’s less effort (we don’t have many available shop options close by), I become functionally more familiar with my airplane (and thus, safer). It has very little to do with being “cheaper”. It’s not.

I find many comments interesting, like the old King stuff isn’t any good. That old stuff is very reliable, easily and cheaply replaced and very repairable. Vacuum instruments have been the standard for more years than any of us have been alive, vacuum systems are reliable if you replace the pump on schedule. And that latest greatest glass will be obsolete in five years and likely won’t be supported in ten, almost all modern electronics use custom IC chips, that once they are no longer available, become unrepairable. Not all of us fly hard IFR anymore, I don’t and don’t “need” glass. Most I see buying it, don’t, they want it because it’s cool, and that’s fine, but most don’t have the need, they desire. What I find interesting is that very often those that say vacuum is unsafe, think nothing of flying old engines well past TBO, and I’ve met many that are spending all their money on “glass” when their engines are old and tired. It all depends on what you desire the airplane for, many would tell you that ALL Mooney’s are nothing more than antiques, like buying a Model A as your daily driver. My J model is an 81, roughly I think about the average age for a Mooney, but that makes it 44 yrs old? That is awfully old for any machine. Most Mooney’s are OLD as most GA single engine pistons are. You really have no idea what that pretty airplane your looking at with its new interior, panel and paint looked like five years ago. Now I’m the first one to advise to buy the airplane you want and not to buy one with the idea your going to make it what yiu want because almost always that’s more expensive, but not every one has the cash. IF you have a good working relationship with an A&P/IA, the place to do the work and are willing to put the time in it, often yiu can save $$$ in restoring an old aircraft. But more and more people like that are building Experimentals now.

You are living the dream! Enjoy every minute of it.

But the BIG question is, will Vector bill him for the landing?

Wow, "Firefighters from multiple agencies responded, including Klein Fire, Spring Fire, Champions Fire and Northwest Volunteer Fire." and "Crews used Klein Fire’s Foam 30 unit to lay down a foam blanket on the runway" - this seems to be a bit of an overkill response to emergency landing caused by landing gear malfunction, but I guess better be safe then sorry. If the plane was underinsured it is ikely heading for salvage market.

Another vote for WOT, 2500 rpm, peak, 8.5-9.0 gph when above 8K. I also see 143 ktas. I wouldn't worry about the LOP EGT spread.

^^^ THIS ^^^

Contact Shad. I respect his opinion. These always confuse me. I would love the yokes. Found a pair with shafts for $700 on first E. There is salvage value there, but it sits waiting…Owner is hoping for a rube. Don’t be that guy.

Update: I was able to install the initial design this morning. It sticks down a little bit more than the stock vent but its only about an inch or so.

If the repairs that were done were structurally holding, I would just leave them and cover the whole thing in leather. DAP Contact Cement is what the factory used for the interior. Should be good enough for us. Get the good stuff, not the water based.

I think your microswitch wheel holder is bent. It should be at a parallel to the inner cable.. That is letting switch stay on and probably sounding the sonalert when it is not supposed to sound.

I had the same actuator in the F model there already is at least an SB to lube and test during annual, along with the changing of the gears to 20-1. The way for the pilot to fail it is try and crank the gear back up as the cable is twisted one way. Also engaging the E actuator and then running the electric motor. Key here is to pull the breaker.

The shaft from the throttle knob has a swaged connection to the flexible cable. The swage makes indentations every 90 degrees around the cable. Some people use one of the indentations as a notch for the switch. I’ve found it more reliable to have the switch roller hit the end of the shaft where it meets the cable as there is a larger jog here.

Thanks for the foam info. All early J’s through serial number 24-0377 had Dukes landing gear actuators with the emergency gear down crank on the pilot’s sidewalk near the footwell. This was serial no. 24-0040. You can see it in the old aircraft.com ad. If the Dukes gear actuator and manual emergency extension system failed then this could result in an investigation and action (SB or AD) on the Dukes system. Perhaps the owners with Dukes gear actuators could comment on how/why the Dukes manual gear extension might fail. Is it possible for the pilot to jam it if he does not properly follow the procedure (like you can do with the Eaton)?

Bravo heater has plenty of heat with cabin and heat ducts sealed well, I had a cold air leak from wemac valve in pilot footwell, butterfly in heat valve in copilot footwell has bleed openings that can be sealed for additional power, plenty of heat at cruise down to -30F, not so much during taxi and climb, airflow through heat muff is just not there, send all heat through defrost blower up to windshield, keep rag handy for wiping frost from inside of windshield

Class B foam is created with a 3% or 6% rate so let's just use 5% and say that's probably 30 gallons of foam and 2000 gallons of water. So $600 of foam. Foam should be rotated, so they were probably happy to shoot it all out and test the truck and get some new foam in the tank. We were using Class B foam the other day I shot about a gallon and half. If the plane had a dukes (there is a similar Eaton) actuator, then there is a lever to push forward and you crank the gear down. It is possible that the e gear actuator failed and he could not crank it down. All that Class A foam is an Environmental hazard, and I would guess they just washed it off the runway.

I use the Ground Modules and Terminal Junction Modules from Amphenol to share data bus signals. These can be purchased from Digikey or Mouser.

In 3+ years of owning my current Ovation, I've only found one time where its heater wasn't up to the task of keeping me reasonably warm--I did a nonstop flight from Nebraska to Virginia this past winter at 15k' to take advantage of tailwinds, and it was a bitter cold day--especially the further east I went. I was flying closer to peak than truly LOP, given the engine's low power production at that altitude. (Yay for wool socks and flannel-lined jeans!) --Up.

Made it to the Faroes

Sudden stoppage verses prop strike. A prop strike may result in a sudden stoppage, or not. If the airplane is sitting in a hangar and somebody runs into the prop then checking the runout in the crankshaft flange and having the prop hub NDT checked for damage while having the blade replaced seems appropriate. Maybe not replacing the crankshaft gear. If a sudden stoppage, then crankshaft gear and possibly teardown would be in order. Isn't water corrosive to aluminum alloys?

There is a notch, pull the throttle out, if it’s quiet you will hear a click.