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The original RPM gauge stopped working after landing. Does anyone know the area where this connects to the engine? Also has anyone used a portable tachmeter inside the plane and if so which one? Spruce sells one for $300.00 Thanks

We can land and takeoff in Mooney without flaps, it is still “legal”? as far as I know there is nothing legally binding in Mooney POH regarding the use of flaps? If someone go and write “operator book”, the FAA won’t approve it unless it complies with all sections of POH, this could be relevant for part121 airline or part141 school For part91, only limitations in TCDS and Section2. matters

Yes:

Back in ‘85 my Mooney was parked outside in Denver and got hail damage. The insurance adjuster wanted to total the plane. I told him I didn’t want him to total it. I said I wanted him to reskin the ailerons and paint the plane. He said “Why should I paint the plane? The paint wasn’t damaged.” I said “You don’t really want to reskin the wings and fuselage. That will cost a lot.” So I said that the hail dents lowers the value of the plane and a paint job will raise the value of the plane. It will be a wash. He agreed. So Beegles reskinned the ailerons and I had a shop in Topeka KS repaint it. I was happy. BTW, the paint shop filled most of the dents.

Something I noticed as I reinstalled the seats on the seat tracks with the new rollers. The distance from the roller surface, and seat track is very close. I measured the diameter of the original roller and the roller I bought, and they were the same. However, it won't take much wear before there is metal-to-metal contact when trying to slide the seat. I would suggest a harder material to use as a roller, such as the same hardness as the original roller.

No, it is usually in my pocket.

It was @flyingchump but looking at his profile he hasn't been on the site since August 2023.

It's no worse than walking around trying to find the #2 phillips only to discover it has been in your left hand the whole time.

Mooney memorabilia is cool!

What kind of tube does your IPC call for- angled stem? I’d be surprised if Mooney spec’s a tube with stem that rubbed against the wheel. Sent from my iPhone using Tapatalk

Control surfaces would have to re-skinned if PDR can’t be used due to balance constraints. Sent from my iPhone using Tapatalk

I need this. I have an alert set on my Ipad for 60 sec after takeoff, but the pump still gets left on. Did you just come from the switch with a simple indicator light? -David

ATC routing for me (I was IFR and this was assigned): KSLC FFU V134 PUC V208 MTU BARGR V4 GLL KGXY flying at 15,000. I'm not sure if the routing up to BARGR was because I was at 15k or just to keep me out of the way for DEN arrivals (arrival gates are in the 4 corners NW/NE/SE/SW). They usually give me an arrival (BARGR V4 GLL was given by Denver center in flight). In general if IFR, ATC likes to keep you at 16k and above going through the meat of Colorado...but they don't always have to. On the way out to SLC they assigned ROCKI7 EKR SPANE8 KSLC at 16,000. Took off on vectors and past Denver was given direct ZIMMR (which is right around Rollins Pass). The freeze line was around 15-16k and a cloud layer ahead with bases right at my altitude, so I asked for, and received, 14,000 for the western half of Colorado on. Completely clear below. Lots of mountain passes make mountain flying in Colorado passable even for the normally aspirated. But with NA, you sometimes have fewer options so you just need to pick better weather/larger weather windows. The best way to learn more, get locals knowledge, and learn the ins and outs of Colorado is to take the Colorado Pilots Association Mountain Flying Course. Regardless if you take the course, the website linked above has more info about Colorado Mountain Passes. Additionally some pilots just use Victor airways to help guide planning...i.e. V244 is a great airway that only keeps the MEA at 16000 crossing the Sangre de Christos, but you can use Monarch pass to stay a little lower if needed. Many of the airways have lower MOCAs. In general, my rule of thumb is that with Colorado mountain flying you need to check surrounding weather and winds. If the passes and the surrounding areas around have >25 kts wind, that's not a mtn flying day. As a final suggestion, my friend and CFI/CFII @MarcJohnson also would probably be happy to set up a time to take you mountain flying in Colorado. He flies a M20K, but has lots of Mooney experience in other NA Mooneys and is based in Colorado Springs (COS). A September/early October flight around Colorado makes for a beautiful flying day with the changing leaves...a stop in Leadville (LXV) to get your "highest airport in North America certificate" and a stop down in Salida (ANK) for lunch along the river makes an awesome day!

Just scored a Dukes actuator on ebay for $250. Nice. Didn’t pass bench, but I have a serviceable motor and 40:1 gear. Should be able to have two serviceable Dukes systems. The one item I wanted to have a backup ready to go. Box checked.

Thanks Paul. Yes, my thoughts exactly. I was just curious which one of the other companies might prefer but I agree. It’s been zero hassle the last 11 years.

This is a light twin that got caught in a summertime hail storm while parked on the ramp. There may be a few dents that are candidates for PDR, but most of them are so small that they will need to be filled. It’s everywhere…top of the fuselage, top of the airfoils, top of the control surfaces, and engine nacelles. I’m looking for a shop that will fill and respray.

Question: are we talking about (a) basic FAA aircraft registration/renewal; (b) FAA-required registered agent services for those who do not have a US address, or (c) basic registered agent services to meet state corporate/company record requirements?

Its frustrating to have a little bit of knowledge and ethics in this world...

I would have asked him to close the door as he left so I could make use of the vice grips. :-)

PM sent

I added a blue light on the instrument panel to let me know the fuel pump is on.

I tried something new - I gave all of my symptoms to ChatGPT, and this is what it said. What does Mooneyspace think about the diagnosis and suggested remedies? Reported Symptoms Faulty grounding previously discovered and treated - last few weeks (headset noise). Annunciator light alternates between solid (OVER voltage) and flashing (LOW voltage). Flashing annunciator (voltage light) is erratic (sometimes steady, sometimes fast). Annunciator bulb runs hot. Transmitting on COM1 (Garmin 430W) causes EGT rise on engine monitor (returns to normal after transmit). Radios flickered off and back on briefly a few weeks ago. Annunciator push-to-test inconsistent - 5+ years of ownership. Ammeter usually ~0, slight flicker ±, steady most of the time. Voltmeter (cigarette-lighter plug) shows 13.2–13.7V in cruise (normal after 5+ years), except when multiple high-drain USB devices (~4–4.5 A combined) are plugged in at the cigarette plug — then the measured voltage drops to ~12.7–13.0V. Diagnostic Interpretation (updated) Alternator/regulator likely healthy: Voltmeter steady at 13.2–13.7V in cruise indicates normal alternator output. The temporary drop to ~12.7–13.0V under substantial accessory load is expected to some degree, but the magnitude and where it occurs (cigarette outlet) provide useful clues (see below). Ammeter behavior: “0 with slight flicker” indicates alternator is carrying the load; not a gross failure. False warnings: Annunciator showing OV/UV while voltmeter steady = suspect bad grounds, faulty annunciator sense/wiring, or intermittent wiring. Radio transmit → EGT rise: Grounding/shielding problem. RF energy or voltage drop in a ground loop causing interference with engine monitor. Radios flicker / annunciator test inconsistent: Intermittent power bus or weak ground connection. Voltage sag under USB load (12.7–13.0V at cigar outlet): Could be normal small drop across wiring/connectors for a 4+ A draw, but if the drop is larger at the outlet than measured at the bus (or if it causes annunciator behavior), it suggests high resistance in the accessory circuit or a weak ground/positive connection at or near the cigarette outlet or its feed. Also worth checking whether the voltmeter in the cigarette socket is measuring at the socket (subject to local wiring voltage drop) rather than at the main bus — if so, the bus may be fine while the outlet wiring/connector is marginal. Common Grounding & Connection “Hot Spots” (M20F) Airframe & Engine Grounds Engine-to-firewall ground strap (braided, often left side) — check for corrosion, fray, looseness. Battery-to-airframe ground — check both battery box and airframe lug, clean to bare metal. Avionics ground bus bonding — ensure solid tie to airframe ground. Alternator & Regulator Alternator ground lug (often overlooked). Voltage regulator ground (older external types very sensitive). Alternator B-lead & field connections (tight, corrosion-free). Annunciator & Panel Wiring Annunciator connectors: look for heat damage, loose/corroded pins. Annunciator ground integrity (many were daisy-chained). Avionics Wiring Garmin 430W: confirm shield grounds for COM coax & audio wiring are terminated properly. Engine monitor: ensure probe/return grounds not tied into RF grounds (to avoid false EGT rise). Accessory / Cigarette Outlet / USB Load Inspect the accessory feed wiring, connector, and ground at the cigarette outlet — high resistance here will cause localized voltage sag under 4+ A loads. Confirm whether the cigarette outlet’s wiring runs through any intermediate switch, breaker, or connector that could add resistance. Check for a poor ground return at the outlet (loose ring-terminal, corroded lug, paint under terminal, etc.). Miscellaneous Avionics master switch: inspect for arcing or looseness. Circuit breaker crimps (especially avionics & alternator field). Summary for A&P (updated) Alternator & regulator appear to be functioning normally in cruise. Annunciator panel may be partially failed, but the root problem still strongly suggests ground integrity and/or annunciator wiring/sense circuit faults. The observed voltage sag at the cigarette outlet under heavy USB load suggests local wiring resistance or poor connection at the outlet or its feed — check outlet wiring, connector, and ground return in addition to the main grounds.

IMHO very few mechanics, even Mooney mechanics, take notice of this issue. In years past, before I discovered bent stems and just let the shops maintain the aircraft (Clyde Wittenbrook for those who recognize the name), they did excellent work but nonetheless it was impossible to install the straight-stem tubes specified without bending - and straining - the stems. (Photo) So after switching to bent stems, before I started mounting tires myself, I didn't realize that the bent stem, when installed properly, does not touch the rim. The shop guys (usually assistants) who do the installation don't realize it either. If they were willing to install straight stems that look like the photo and not raise questions, then they definitely won't notice if a bent stem touches the rim.

well hopefully they’ll see this thread and everyone talking about their great rollers and make some more?