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I thought I'd be able to find a very light gray but the local vendor did not have any. Their color choices were fairly limited but there are more colors online. At this point I'm thinking sailcloth white. https://semproducts.com/public/content/techsheets/VCS-CC Color Coat Aerosols Color Card_0418_Web.pdf The seats will be dropped off on Tuesday to be redone. The project is moving along despite me travelling and spending a week on the couch recovering from a simple day surgery.

Jeremy - thanks from all your Mooney brothers and sisters!

I have a section of the hinge from when my replacement took place that I would part with. $20 and shipping and it’s yours.

On the M20J, there is a transitory pitch up moment during gear extension that disappears when the gear is fully down.

I was told by Mooney the correct parts for an M20C baggage door hinge are 350090-007 fuselage side ($92.55), 350090-011 door side ($114.00), and 350090-009 pin ($40.15). The parts catalog shows 350090-005 as the "hinge assy". Nobody has been able to explain this part but it sounds as if it might be the entire assembly (both sides plus pin). At any rate, these parts are pretty pricey. Can we use MS20257C4-3 from Aircraft Spruce, as has been suggested in this thread, instead? Is it the same spec? What paperwork is required to do so legally? I also need a new hinge for my battery access. I believe the part # is 650011-11. Can anyone confirm? Is there an Aircraft Spruce equivalent? Thanks.

Well there is definitely a pitch up moment when you extend the landing gear. You've experienced that, haven't you? So there must be the opposite moment when you retract, no? I usually have the one nervous passenger and she has experienced go arounds with me and she doesn't think they look like a big deal, I just confirmed with her. And actually given how much I stress the importance of correctly executing go arounds and the dangers of not doing so she thought it looked rather benign.

Thank you for the quick response and the detail! Going to order the Aero Classic GL-5067B and keep my fingers crossed the valve doesn't press against the wheel hub so tightly I can't easily attach an inflator.

I can't speak for all the other EIS's, but the 275 is far better than expected. Here's a link to a Savvy Analysis page, you can see so many options on here.. https://apps.savvyaviation.com/flights/shared/flight/9865701/86bf233b-c077-4aa0-b60a-fe02c114542d

We had a SL30 connected to the bottom GI275, it was connected with RS 232. But it also has HSDB from the top one which is forwarded through from the GTN750XI, so you could display NAV one or two on the bottom GI275. Your G500 will have HSDB but it's not allowed to have any parallel legs, and they want it to go from the navigator to the 500 and then from there to the back up. But the problem is if the 500 quits, the backup won't get the HSDB data....and Trek Lawler said on Beechtalk that this STC tells you to find VFR if that happens. Some of the people have wired HSD from the navigator straight to the back up and then you get that data if your primary screen quits.

I tried the same G5 in my F model. No fuse but i blew the CB before I realized that the G5 can draw up to roughly 12 AMPS. You might need a dedicated circuit with a 15 amp or better circuit breaker. I did not do that, eventually I just bought the double battery for the G5 and ran it off that instead of ships power.

Performing an annual and found the forward bulkhead of the prop spinner shattered. Looking for a replacement. P/n C-3532-22P. Any help would be much appreciated. South Louisiana

In word, Yes. 1. If there is a nose down pitching moment on gear retraction, then in over 11,000 hours of Mooney time, I've never experienced it. Even if there was, that would be a good thing because there would be less trim down needed. 2. If you've committed to a go around, go around. All you need is to change your decision, NOT have enough runway remaining, and go off the runway. No matter how you cut it, when full power is added to a Mooney in a go around and flaps are reduced first, passengers are likely to get upset when they see their pilot aggressively trimming down to control the airplane, thinking something is wrong because of their aggressive movements. Gear up while trimming down with "casual urgency" and when there is a little forward pressure from the yoke, reducing flap deployment to T/O, will not cause passengers possible undue anxiety.

I run lean of peak, but no, unlikely you could run it like that! Mine is very nice at ~30” and 2350rpm and ~10.5gph at 165-180ktas between 10,000’ (165ktas) and 18,000’ (180ktas).

Your thickness is not correct We have silicone foam .250 ams3195 sponge We die cut it I won't use or sell Epdm rubber

I’m showing .160 on the thickness. Two different widths. .580 and .800

My POH, issued September of 1983 has the same table. My J is one of the first to roll of the line for 1984.

This has sent me thinking, I have a 6000 series Slick impulse coupling mag on the Bravo, hot starts were always a problem before I installed a slick start mag booster, I have had a retard breaker mag overhauled by Aircraft Accessories of Oklahoma, not QAA, on the shelf for probably 3 years, just need to rewire the ignition switch for a second P-lead, had an Electroair for about 2 years and uninstalled it for multiple reasons, hot start on the impluse coupling mag even with the slick booster is still not great because the skytech light weight starter spins the hot engine fast enough for the impulse coupling not to engage, will get rid of the impulse coupling now and install retard breaker mag.

If the failure of the mag can be shown, would the insurance cover the engine's IRAN? It may be worth digging into the policy.

Ams3301 Clear silicone cement included

We stock chafe .062 x 1 wide .032 x 1" wide .032 x 1-1/2 wide .062 x 1-1/2 wide with Fiberglass used for Cessna cowl GB-P seal -5/8 Bulb Cessna Caravan Cowl -5/8 LW Bulb md500 cargo door -7/8 bulb Model 95 baffle seal 1-1/2 tail length

Let me get the exact dimensions. thanks! -Matt

We can extrude to sample, there is a min production run . Just finished both extrusions for T34 canopy.

Pawl rivets was the progenitor of a crash of an Aero Commander at South Lake Tahoe. It left the owner of Rosedin Electric a well known Bay Area electrical contractor and philanthropist a paraplegic. It resulted at the time (1967) the largest aviation tort liability in award in history (11 million). Small thing, results in big disaster. Good job recognizing that something was not right.

SureFly is also about as explicit as it can be about installing the unit itself at TDC#1.

Yeah, the ASI thing has always been interesting to me. The SL actually says nothing about remarking - it’s explicit that you have to buy the kit that includes a new ASI. But anecdotally it seems everyone has the ASI remarked. My panel is a G3X, so it’s a few quick turns of a configuration knob, and reverting the change would be a few more turns. SL92-1_SN24_1686-2999.pdf