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The rear seat recliner on the M20F is less complicated that a bicycle brake. Removing the seat back entails pulling a spring loaded pin on one side and “rocking” the seat back away from the boss. The other side of the seat has a fixed pin and can simply be pulled away from its boss after the first side is disconnected. The long side of the lap belt will come out with the seat. I mean no offense when I say that given that the above was not obvious from simply looking at the mechanism, it might be a good idea to enlist the help of someone inclined towards mechanics. The set up is not complicated, but it can be a pain to reinstall because one must align the lap belt mount with the seat pin and the seat boss all while holding the seat pin in the retracted position. There is not a lot of room to work and it would be easier with three hands.

Checked and reporting facility was Kansas City center. So likely an entry error. But searching further discovered that there is an m20e same year as our d that shares the same serial number in the FAA registration records I understand that pre 1966 serial number assigned were not as specific ie year and model related and were just sequential. This raises a question about whether I need to take action with the FAA I know the data plate on our D is consistent with the registration on file. Looking at the pictures of the E it’s a nice looking plane and has a different tail number.

I live about an hour away from Pineville, LA. That airport is in a state of advanced decay. Location is only 5 miles or so from a class Delta airport in Alexandria, LA. The population and economic growth in that area seems to be moving toward Pineville and shrinking in Alexandria which is probably why you're reading about it. Pineville recently had the single runway closed for resurfacing. It took 6 months. Otherwise the rest of the airport property is abysmal at best. On the other hand, my home airport which is much more rural, much less traffic and has much less money, had our runway resurfaced in 2 weeks. We've gotten new lighting, VASI lights, and our T-hangars are $63/month. I think it's a reflection of the airport manager. -David

I’ve been the steward of airplanes in North Carolina, California, Missouri and now Tennessee. NC and CA were tiedowns for practically free back in the late 80’s. In MO I leased hangars ranging from $130/month for a ratty bare bones bare bulb gravel floor manual door t-hangar to $280 for a nice newer t-hangar with good lighting and electric door that included utilities. The land lease for my current hangar in TN is ~$165/month. The hangar itself and utilities are my responsibility. I’m happy to have use of it. Yes, you’re correct, location makes a difference and I’ve always been a stone’s throw from a recreation destination or a “major metropolitan area”, if that applies to Knoxville . I was surprised by how out of touch I am with rural airport economics and how relatively affordable they are. Had I broadened my search, my retirement location selection may have been swayed. I guess it’s never too late for a change.

Ahh, excellent, @1980Mooney found the threads that should help.

Yes, theres a thread here on MS. Let’s see if we can find it. The seat backs are pinned at the outside bottom if i recall and are pretty tight. The seat bottom at least on mine had a thin metal bar wrapped in the seat upholstery pulled underneath it and held by a sharp metal piece under the back of the seat that was sort of accessible from the baggage door.

I did consider that. A steel screw is stronger than one of those rivets.

is there a guide on removing the seats? Bolts? Pins? etc?

The mechanism is ~55 years old and wasn’t too robust to begin with. Youll need to remove the seats and the sidewall panels. The mechanism likely needs cleaning and lubed, but it should be obvious with that opened up. I did this to my F once. It frustrating getting the rear seats in and out but not terribly bad.

I have looked up Eclectic. Interesting name. The “middle of nowhere” certainly has its advantages.

Our T hangars are actually slightly cheaper than that, utilities included. Of course, for the money all you get is a gravel floor with an asphalt parking pad and a light bulb on the ceiling, but it does its job of keeping the weather out. Suffice it to say we are in quite a rural area. I have very little experience with central LA, but if it's like ours, the anemic local economy is only part of the story. We basically maintain the city's hangars for them and in return the city basically leaves us alone to maintain and fly our airplanes as we wish. I read stories about airports banning maintenance in the hangar or washing airplanes with a hose and it just boggles my mind...

https://us.rs-online.com/product/honeywell/1ch1-6/71145168/?srsltid=AfmBOorYGDk7FJzgHUhzXpf6yjzSKdtNGm9QSxJzeYfDC9eN5ugDF6Ry those aren’t cheap, but these guys appear to have a discount vs some others…

Not sure where to begin. My searches haven't really explained where I should start. My right rear seat reclines...... always. It doesn't matter where i move the lever there is no change. Heck the left seat will not move no matter where i move the lever either. So i have a left permanent no recline and a right permanent recline. Where on earth do i begin trying to solve this problem? its a 1975 mooney 20F Exec 21

"Life is cheaper in the country!!" -- a local car dealer's ad. Look up Eclectic, AL, on the map sometime . . . .

Maybe the guys from Lasar will buy BAS and raise their prices, too, since clearly they're not high enough.

On mine the oil pressure will go past the high green limit for a little while at takeoff if the oil isn't fully warmed up, but it does that during a go-around, too, if the throttle has been back for a while.

On mine I replaced them with screws and self-locking nuts.

I just have my girlfriend do it for me.....it's her JOB....

Let's see, Gatlinburg in the mountains, close to several major cities, beaches, etc. or ... Pineville, Louisiana. Geez, I wonder why the rent's so cheap there?

Hi All, On my aux setup page, I cannot alter the display format for lat and long. I think this might be one of the "minor variations" of G1000 behavior that is plane-specific (e.g. like into which COM and NAV slots the MFD info pages will load frequencies). Curious if anyone can confirm and, if you go into "configuration mode" with the G1000 on startup, is this alterable? I am not near the plane now but I think it's stuck on "decimal minutes" format. Current solution is to try and set all other devices I am using to match. Thanks! DK

This article was in today's AOPA SmartBrief email. I must be missing something here, but they're talking about lowering the monthly hangar lease rate from $150/mo to $75/mo, UTILITIES INCLUDED. And the tenants are saying that's in line with other local airports. Have I just been living in the wrong places? https://www.kalb.com/2025/10/14/pineville-city-council-discuss-new-airport-hangar-rates-pafford-expansion/

Hmm, the motor mounts were just replaced in the past 2 years (before I owned it). That, coupled with a log entry of a dynamic balance makes me think the previous owner had similar vibration issues.

The standard for the big radials was always 40 deg C oil temp and 100 deg C CHT. Seems reasonable for any engine.

A review of NTSB reports between 1982 and 2020 identified 31 accidents attributed to CO poisoning (see the appendix for a list of these accidents). The data show that 77% of those accidents were fatal and led to 42 fatalities and 4 serious injuries. CO detectors were not found or reported in 30 of those accident reports. Although these accidents can be more prevalent in colder months when pilots are more likely to use aircraft heating systems, accidents related to CO poisoning happen throughout the year; of the 31 accidents between 1982 and 2020, 6 occurred between June and August. The FAA’s service difficulty report (SDR) database also showed at least 45 incidents involving a defect, leak, or failure in engine exhaust systems between 1993 and 2020. https://www.ntsb.gov/investigations/AccidentReports/Reports/AIR2201.pdf (same reference as @midlifeflyer above) The big question is how many could have been prevented with a properly functioning CO detector? Probably darn near every one. Its a low volume, but something that we could make a significant impact with I think. When I upload my engine monitor data to Savvy, it will give me "High CHT" notification even when it was just a CHT probe connection that was erratic, and I get FEVA exhaust valve reports regularly looking at exhaust valve health. Would be super cool if it would also monitor CO levels and use machine learning to look for trends that this is worsening/changing, or notify if CO levels went over a specific threshold. Unfortunately this requires integration with engine monitors at current. HOWEVER, if the CO detector manufacturers would make an inexpensive monitor that has ability to download/store data...then upload or review that...that would pretty slick!