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Good news, it seems there were able to find someone to help at the airport and he was able figure out that it was the air valvue and not an actual flat, they did a temporary fix on it, they are departing tomorrow, so hopefully it will hold. Thanks again for all the help !!!

My Skytec 149NL stopped working. I removed it and trouble shot it. It was out of warrantee so I called them up and told them what I found and asked what I needed to do to get it fixed. They sent me a new one right away and charged me for it. They said to return mine in the box the new one came in. I did that and two days later they called and said it was a manufacturing defect and refunded the whole cost of the new starter. How can you not love that...

It's official!

This is not another Bladder V/S reseal thread. That grounds been covered, and covered, and covered...Long Body Mooney's with a leak must get a reseal as Bladders are not an option. This post is to inform anyone who, for whatever the reason, decides they are interested in getting a reseal performed. I've been nursing a very small fuel "stain / seep" (Category 1) coming from the bottom of my left tank for the past several months. A small stain would appear after sitting for a couple of days with full tanks and high head pressure, but it wasn't too bad. After flying down to FL recently everything warmed up and the leak stopped completely. No stains at all, even with full tanks and several days of sitting idle. I was happy, its always nice when things fix themselves - but I know that never lasts. After bringing the plane back north I topped both tanks. After a couple of nights with temps in the single digits the plane got a good cold soak and my very tiny "seep" got worse. With full tanks, the leak from the left tank now falls somewhere between category 2 and 3 I de-fueled the the left tank in 5 gallon increments until it stopped. Turns out keeping the fuel below 20 gallons in the left wing stops the fuel from coming out of the drain hole, so the area of bad sealant is above that level. Problem solved - sort of I knew it was time to address the problem. During my research, I found that options to fix leaks on latter aircraft are very limited as O&N bladders are not available for long body Mooneys. ARRRRGGG! So my only option is a strip and reseal. So that's what I decided to do. Fingers crossed. Currently there are a few well known and several less well known shops that perform fuel tank reseals. A quick google search brings up the the list. After doing a fair amount of homework, research and talking with Paul at Weep No More several times, I decided to take my Eagle up to Wilmar MN to have him perform a complete strip and reseal. Even though my leak is isolated to just the left wing, there's no guarantee how long the right will last before it starts to turn blue so I'm having both L & R tanks done. I learned from Paul (and others) that 1999 and 2000 M20's have a REALLY bad track record for developing leaks. Based on Mooney's propensity to leak, That's saying something! Perhaps the crew sealing the tanks in K-ville during those years weren't as thorough or careful as they should have been. I'm asked Paul to take photo's of the process for my records and so I can post about the experience on MS. 16 April Update M20S delivered to Paul at Weep No More. Long trip with a 0545 departure. 5.5 hours later I landed at Willmar. Paul was there to meet me and we were able to chat about the strip/reseal process. He gave me a tour of the facility and showed me several Mooney's that he had there undergoing reseals. They were all in various stages of the process and it was really cool to see first hand! Paul also agree to take lots of photos to document the process. He said a full book of pictures was a normal part of the process so owners have documentation of the various stages. I thought it's pretty nice of him to provide this to all of his customers. We also discussed my posting about this on the forums. He was really supportive of the idea. Delivery Pics Enclosed The old sealant was yellowish / tan 29 April Update Paul started the stripping process and has the tanks "mostly" cleaned out. The method he uses really eats away the old sealant but leaves the metal in pristine condition. it's pretty "goopy" when it dissolves. Some touch up is required to get the old sealant out of the corners and prep the aluminum for the new sealant but it's coming right along! 5 May Update Things are almost done. Tanks nearly finished with reseal. Some final touch ups and then full of fuel for leak checks. Pics attached 21 May Update After a week of juggling schedules I was able to make it back up to Willmar MN to pick up my plane from Paul at WeepNoMore. Wow Was I impressed. The work was top notch, fueled to the brim and not a drip anywhere. That was expected. What I didn't expect was the repaint of my nonskid over the passenger side wing. It looks great. Paul was there to meet me and with a brief overview of all the things he did we exchanged some paper. I gave him a check and he gave me a log book sticker After reading a post from a fellow Mooniac who had a reseal performed which resulted in some "crud" getting into on of the fuel lines, I did an extensive ground run and put at 2-3 gallons of fuel through the lines (both tanks) before taking off. It took about 20 minutes running on the ground at 1500 RPM full rich, but it was worth the piece of mind. The flight back to the east coast went off without a hitch and 4 hours later I touched down and tucked the plane away in the hanger. The only problem that cropped up was the right side visual sight gauge was stuck and showed full with less than 25 gallons in the tank. I sent Paul a text to let him know I'd made it home safely and mentioned the problem. Simple solution. Bang on the inboard portion of the panel and the float will drop. Sure enough, I gave it a nice solid "thunk" with the heal of my hand and that did the trick. It's worked perfectly ever since. 27 May Update I've flown the plane about 15 hours since picking it up from WeepNoMore with several fill ups. Both hot and cold weather and today I took the plane up to 17K (-15 degC). No issues with leaks, the sight gauges work, and the smell of 100LL is no longer present after a fill up. I would recommend Paul and WeepNoMore to any Mooney driver who chooses to perform a reseal. He was great to work with, I am 100% satisfied, and feel like there's a lot of value in the service he provides and the warranty he has to back his service.

If all goes according to plan, of course. Thanks for the help everyone. I asked, and searched, quite a bit on here. Great community. I'll be bringing it up with a CFI from FL to VA but we will take the "long way" back given I need a minimum of 10 hours dual in it. Will post pics next week! ~MJP

Yes it was. Let me clarify my question further.. was it annunciated VLOC on the GTN? In GPS mode, you will see the LOC working fine on the HSI, no GS.

Or next year Or the year after that Or the year after that... [emoji1] Hopefully you will begin flying with your child in a bit. Mine started at around 18 months. Sent from my iPad using Tapatalk

I only subscribe to Savvy's FEVA monitoring service. I do run the Flight Test Profiles as described here: https://www.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf https://www.savvyanalysis.com/articles/in-flight-diagnostics and here: http://www.eaavideo.org/video.aspx?v=1778564324001 I think the FEVA is extra piece of mind.

Tie up outside, tie up inside. Let's not get into too many personal details.

There's no need to be so literal. Doesn't "up in the air" count, especially with the old school planes?

There are other good fixes in 5.13 such as altitude labels for the Class B & C airspace. However, I am fairly disappointed with Garmin and how the software remains relatively unchanged since the first release. They have been very slow to introduce changes and features put forth by the GTN community. One suggestion that I had early on was some sort of audio signal, such as a brief beep, when a message displays on the lower right hand corner that a turn is coming up. I've caught myself behind the turn many times because I was focused on the instruments when it flashed for its short interval.

The only problem with the mile high club and a Champ is you have to get out and push to get to 5000 feet ;-)

Back when he first offered the service, and my engine monitor (JPI EDM-700) was new to me, I subscribed for a year, giving me (I think) five analyses covered under the subscription payment. I used three of them, I think. One just submits downloaded files from the engine monitor, noting what was going on at key points in the flight that's been recorded, hopefully to include a few passes of the so-called GAMI lean test and at least one good in-flight mag check., all done according to procedures you can find by reading or listening to Mike's EAA webinars and/or reading John Deakins' AvWeb articles. The analysis is good, and the folks that provide it are responsive to follow-up questions. At some point, you should probably begin to get a feel for what you're looking at on those data dumps, and probably only need the professional analysis to confirm what you already suspect. And then, of course, as you tune in your engine so that it runs perfectly, there should be nothing to see that's anomalous until something goes wrong, and by then you'll be so good at interpreting the data yourself, you won't need Savvy anymore. I think it was $125 for a year (back then), but you should check their web site. As part of the learning process, it's absolutely worth it. As Derek Bok said, "If you think education is expensive, try ignorance." Good luck! mws out

So what is ACARS and CPDLC for? It has been in the cockpit for over 20 years. What is the first officer for? What is wrong with voice? So instead of getting voice radar vectors I would get text messages. Next will be a Morse Code key in the cockpit, so no need for a keyboard. When in a rush to convey your message why talk to a 911 operator when you can just text. Why bother with sound on movies, just show the text of the dialog like in the old days. _ _... ..._ _ José

Landing in Atlantic City is about $62 of fees these days affecting anyone flying into ACY. Landmark Aviation is the FBO and has a mechanic on duty 609-382-3993. This is Memorial Day w/e so availability may be limited but I'd call ASAP. He might also try Tom Grey at On Site Aero Services at Eagles Nest Airport 732-278-8201 20 miles or so up the road but anyone coming onto the airport will be carefully scrutinized. I'm tied up etomarrow but may be able to help out Sun Call me at 609-214-8272 and maybe I can assist if these other options do not work out

I had the ECI done three times. Each time by a well-recommended prop shop. Each time by a wrench who had been doing it since the inception of the AD. They told me that they had yet to find cracks in any of the hubs they scanned. They told me that the AD was a colossal CYA by Hartzell after two planes collided in mid-air in the UK and they found mangled hubs in the wreckage (DUH!). Two years, still no red dye.

I know people who have not had problems in a Champ. Guess it requires more motivation . . .

You should put that 8 cylinder on the nose of a Mooney and see what happens.

Everybody knows Mooney's are hard to land, crampt and have leaky tanks (Just kidding)

I've owned my C for 14 months. Just the other day I got a message from the previous owner asking if I was happy with it and if I ever wanted to sell it, to call him first. It's not for sale.

Depending on the plane, I would be ok with missing logs, but many folks are not. It will effect the price when you sell and make it harder to sell. You will also want to search the NTSB records to see if the missing logs also hide an accident.

>>>>I know hangaring is best, I have an airport 3 minutes from my house. They likely aren't going to have any hangars for a while. Should I take the airplane to an airport 40 minutes away so I can get the hangar? <<< Yes, a hangar is important for many reasons. Piece of mind during bad weather is just one of them. The fact is that when you first own an airplane, a 40 minute drive is pure pleasure, but after the novelty of ownership has worn off, the longer the drive to the airport, the less you will fly it. It won't take more than a time, or two, arriving after a 40 minute drive that you forgot to bring some vital piece of flight gear, or paperwork and you will begin to hate the drive. "Bopping over" to put a charger on your battery will involve an hour and 20 minutes of driving.... ...so you won't. The closer to your home, the better! Yes, get on that hangar list yesterday. At some airports, it will move pretty fast because not everyone on the list really wants the hangar when it comes available.

This forum for some reason scares people away from Mooneys the way the other brand C forum does not. Not sure why but it does. I posted that I bought a Mooney here and all the replies made me want to put it in the market the next day. Ten months later I am doing ok on maintenance costs and have had a couple of upgrades. Tanks don't need to cost ten thousand dollars. I'd get out of aviation if those kinds of costs were mandated. Overhauls don't need to cost 25k. Here are my costs. Feel free to flame. 65C for 20K with runout engine, nice paint, good old school IFR DME, clean panel, two owners, always hangared, 2460 TT 2k tank strip and seal 1500 one piece windshield 850 new gyro installed 300 new carpet 300 new door panel 1850 new Michel MX170C nav com two 200 new compass 90 used VOR 400 new ignition switch 200 repair transponder and clean contacts on cluster gauges mark ammeter inop 70 dollar oil changes done by A&P with my help includes oil 210 prop hub inspection 500 fine wire plugs 700 new tires installed and engine and airframe checked right after I bought it This airplane burns 6.5 gph the way I fly it and I have put around 85 hours on it this year. There are definitely other costs not accounted for here but I can't think of them now. When I bought it it was just annualled at a cost of around 4k by a shop that didn't know the owner and that is trusted in the community. That included new hoses, brakes, some reprainting of elevator controls etc. I have the old donuts from fifty years ago and they still pass inspection. The nose gear has the new style. If I get the engine overhauled I'll got Jewell Aviation and get it done minus the carb and mags for 11k installed. I have local options for low cost carb and mag work.