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In July I posted a topic about painting my 69F. Thank You for the many responses. http://mooneyspace.com/topic/15800-vintage-mooney-paint/ I chose to go with a modern scheme, and keep the 3 window design. Lasar installed the 201 windshield and multiple speed mods. I had the fuel tanks resealed in Troutdale OR, The interior and paint were Completed in Chino CA.

Whew, that was a close one!!

So, make friends with someone with a tail dragger and say you will buy all the gas food and motel rooms if he lets you fly left seat in his plane for a week long tour of the USA. Find a slow plane, you are trying to build time not miles and slower is usually cheaper!

If you have an approach approved GPS I'd certainly remove it. GPS I believe always counts for those waypoints... Can someone remember the detail reg on that? Sent from my iPhone using Tapatalk

Agreed Bob! I think they are kinda classy looking. The only ones I have seen fall apart in your hand when you move them due to dry rot. If I could come up with bars I might think of sewing some up. The holes in my window frames are still there, however my "vintage plastic" probably won't support my classy shades. I'm not sure how often I look out the rear glass, but it sure would keep things cooler in the summer! It's still a free country, well almost! -Matt

Well Anthony, it looks like you are doing a superior job of picking the weather than that other guy from Jersey. I do have 1 request though. Can I have Peter Garmin for the gift exchange? I've got a couple of great gifts to choose from. One is a lump of coal with Garmin engraved on the side. The other is a gift certificate for Aspen Avionics. I'm sure he would love either! Sent from my iPad using Tapatalk

Don't let a jet repair station work on it unless you have very deep pockets... Sent from my iPhone using Tapatalk

I knew there would be a lot of AOPA love. Good. My specific incident is/was years ago now and involved almost the exact scenario that the guy experienced with Falcon. There was a HUGE reluctance to "shop" my coverage by AOPA. The AOPA contact might of been having a bad couple of days, but I wanted other quotes to compare pricing vs. my renewal price and wanted to give them my business. I was met with an "attitude" vs. providing me, the customer, with options. I found options elsewhere. I learned of Falcon from MooneySpace. My business is handled out of Kerrville. Just providing balance to the anti-Falcon thread. I understand that others have had positive experiences with AOPA. So did I...until I didn't. Nice to have options. I wonder why AIG is "getting out of the Mooney business" based on their negative renewal pricing? Competition is good in insurance and ALL things. We, the consumer win when there is choice in the market. Good thread on the 480 vs the 430 and UPS getting bought/killed. I hope AIG, as a player, is not "getting out of the market"... Anybody know how aviation companies are doing? I would love to see a graph with marketshare by top players and combined or Loss Ratio's.

Job well done! Hope all works out for you and your family! I just got over a major failure while stuck away from home and opened a thread to ask for a recommendation for an A&P in that area. Members from this board came forward and helped fast and a tech commuted to my downed location to get the job done. I am based near Chicago and will help where I can, just PM and tell me what you need. I can go see family at KIMT to help you get to or from.

Went through something similar a few years ago, leaking quick drain allowed most of the oil to blow out of the engine. My result was the same as yours, safe landing, none of the people nor the aircraft were injured. Just a little excitement. I just have two things to say. One, you did a very good job getting the aircraft and yourself down safely. You made all of the right decisions. If it was like my experience, you have no time to get nervous, you just evaluate, decide, execute, and if what you did is not working you do something else. I am very glad to have the training to conduct a power off 180, I hope I never need it in real life. Second, isn't the safety factor of the turbo great? If something like that is going to happen, I would rather it happen at 19k (which is also the altitude we were at) than at 1,900. TIme to make a plan and get to the airport. We also went through the aftermath problems. In our case the engine was good, the problem was getting back into the country - our event happened over Canada and we did not have passports or eAPIS codes with us. But we definitely lived to tell the tale, that is the good part. Best wishes with your father.

I agree. I am enjoying bringing my C to a more stable, useful, and beautiful condition. It is costing me time, patience and money but I enjoy the continuous improvement. I also like taking advantage of special offers and discounts thst take some patience to capitalize on.

I'd wait for this one... http://mooneyspace.com/topic/14593-vintage-mooney-cowling-mod/

Why tempt him Anthony? Chris had already posted a picture of his panel! [emoji4] Throwing a statement like that out there is akin to asking him to post a picture of one of his "honeys"! (I joke because I'm envious.) (Of your panel, not your girls.) Someone say they wanted picture of my "honeys"? Sent from my iPad using Tapatalk

Great job on a safe landing. Perhaps you can find a T-hanger to rent for a month where you and your mechanic can work on it. Larry

If it is TU then I would remove it unless it is absolutely necessary to get somewhere frequently you go. I liked having one in my former plane but I do not miss it. I've even been without a glide slope, just plan accordingly, but that is changing soon.

Doing the best I can with what I have. Holding the rain for Monday takes extra talent. I stopped by both the airport and the restaurant this afternoon. We are good to go for both! Best regards, -a-

You're on to me. I'm thinking about getting my commercial and starting a mile high club operation. There's plenty of room in the back seat of a M20E.

Shady character have something to hide-confusious

My A&P has a sign: Inexpensive, Correct and Quick. Pick any two . . .

I have the Lasar Oil cooler relocation kit, then they installed the 2nd landing light for me. Both lights are LED's on one switch, I just leave them on for more visibility to others. This has been a large project to improve an airworthy plane. Ron

+1 for AOPA Insurance Services. My renewal starts this weekend and I switched from AIG to Global and saved $547 this year by making the switch. What's even crazier is that Avemco was $1,166 MORE than Global (more than double)! FWIW I'm relatively low-time @ ~600 hours with 400+ time in type with a Instrument Rating and no claims ever. Obviously Avemco doesn't want my business.

I flew thousands of hours back in the day with steam, a single EGT gauge, VOR/DME/ADF. I also used a slide rule, log tables, and Encyclopedia Britannica. The newer technologies make cross country flying much easier and safer. It allows the pilot more time to monitor his engine, the ever changing weather, and continuously update his "what if" options. It helps him stay clear of the ever expanding SUAs and hostile terrain. Did I mention that technology makes flying safer?

Don't get me wrong! I LOVE the cool electronic stuff available now, awesome power at your fingertips and many times more information IF you know how to retrieve it. As I have never owned an airplane before I am being very conservative in my budgeting. Complex systems sometimes develop nasty gremelins that require much maintenance magic from highly specialized wizards. My budget has sentenced me to steam! But I do marvel at what many of the folks here have done to improve their birds.

Sure! EAA 309 Fly in to Shelby

Ahhhhhh Marauder beat me to it. There is a real pretty polished aluminum one at my airfield. I like the big open window that you can stick your elbow out of!

The plane I fly for my job has plenty of fancy gizmos and I like them well enough, but after replacing an MFD a few months ago for $10,000 exchange, I have no interest in having such things on my own plane unless I win the lottery. At the rate technology changes it may not take long for todays latest and greatest to become obsolete and difficult/expensive to repair or replace. There are millions of air driven DGs and AIs out there that will probably remain cheap and available for a very long time. As an old ex night freight pilot, the old stuff is comfortable, like a well worn pair of slippers. The new stuff is nice but the old stuff still gets the job done.

Bonal I will be in Lakeport again in early January for a few last details. I will let you know when, maybe you can come by and see for yourself. Ron

MooneyBob is right you have to cut the static and pitot lines and tee them. Requires a leak check. I found the unit at Depot Avionics in Alamosa, Co. I think Sarasota Avionics has stock or at least they did several days ago.

one last update. The 152-0007 power pack replaced 152-0008. I ended up using AEROFLASH FLSH TUBE # 73-027. The light mount is a grimes unit, but the aeroflash bulb fits perfectly and matched the previous bulb 100%. The previous whelen bulb I purchased didn't fit properly.

Just to point out, the Stratus app for the iPhone is essentially an AI which is great, but not the same functionality as SV. I have a backup electric AI in my plane so hopefully would never need to use the Stratus app for backup although it is very nice to have just in case. I was mainly looking to see if I could display SV on the iPhone so I can keep the iPad in full screen mode for approach plates. Seeing the runway in front of you in SV when you can't see anything outside is kind of cool and somewhat reassuring - Sent from my iPad using Tapatalk

Your C will take the PAR46. Going by memory, the number is the diameter of the bulb in 1/8s of an inch. 36/8 = 4-1/2", the small bulb in the J cowl, I think, and in wing installations; 48/8 = 6", which is in my cowl. This weekend I begin my Parmetheus investigation: why did my light not work the other night? It was installed in April 2014, approx. 90-100 flight hours ago. Changing jobs and moving twice really ate into my flight time . . .

I personally think it's worth the wait, but I'm a little biased! David

I've had to deal with both, AOPA for service requests, and Garmin for a problem, no issues. And no I don't work for either.

I just wanted to jump in to say how impressed I am with the 157 KTAS M20F... That's awesome! Tim

AOPA insurance has excellent customer service but Garmin is the best.

I also use AOPA. I have never had trouble with their customer service, and that includes one claim and several requests for additional named insured certificates for instructors, etc. I tried several others and they were all quite a bit higher. So AOPA has won my business.

I wanted an E but had to settle for a C due to the pool of aircraft available at the time. i certainly wound't be balked from an E just due to the fuel injection and increased horsepower. Were there endemic problems with the engines we'd all know by now.

I have started many O and IO 4cyl Lycomings. Neither is hard to start hot or cold, but individual engines of either breed can be quirky at times. Both engines require fuel and air to be mixed in an acceptable ratio; both O and IO fuel systems are more than capable of delivering that F/A ratio to the cylinders. There is no argument that injection is more precise and that is the reason that I prefer it. The biggest issue for me with operating a carbureted XC aircraft is that one of my go to flight regimes would be eliminated. I like to stay low when west bound on windy days, terrain and turbulence permitting. Making 140kts on a cold day into a moderate headwind down low while burning ~10gph WOTLOP beats the heck out of climbing to 4500 or 6500 to make 120kts. I could run sort of similarly in a carbed engine but I'd have to burn significantly more gas with higher CHTs while going slower. I could certainly live with a carbed airplane (I have in the past) but it is really nice to be able to let the engine breath as much air as it can take and regulate temps with mixture...at any altitude.

Instead of recording GS, record IAS, then use your trusty E6B to calculate density altitude and TAS. Do it at several altitudes and power settings. Then after you do your mods, you can compare TAS at similar power settings and density altitudes.

I will add that to my list!

Having followed this forum for a few years, your request is right there with "Does anyone have a Holy Grail to sell?" [emoji13] Good luck! Sent from my Nexus 7 using Tapatalk

If you're thinking of curtains, just go ahead and dress your headliner edges with red velvet tassels like a Latino taxi cab.

I would have to change my oil 4 times when I did my cross country trip last year, in a two week period. Everything I've read says engines don't wear out, they corrode out from inactivity.

On my JPI-730 you simply add a wire to the back. Any programming is accomplished in the setup pages with the unit installed in the airplane.

To get back to the original thread topic of engine reliability between the O-360 and IO-360, both engines are very reliable, and of course each engine is its own unique individual. My experience is that the Lycoming O-360 carbureted engine is one of the most bullet proof engines around, and generally forgiving if it is abused (within limits, of course). Perhaps this is due to slightly lower power output (45 HP per cylinder vs. 50). The IO-360 is a bit more temperamental and maintenance intensive, and the cylinders are only available from Lycoming, no aftermarket cylinders exist. -It is hard to beat the reliability and simplicity of a carbureted engine- less maintenance and never a hot start issue. -It is hard to beat the efficiency of the fuel injected engine, especially Lean of Peak. -The M20E is quickest, but the M20C is close and generally a lot cheaper to acquire and maintain. As to carburetor icing- the carb on a Lycoming is bolted directly to the hot oil pan. Carburetor ice is possible, of course, but not nearly as likely as on a Continental, where the carb is out in mid-air. Fear of carburetor ice should not factor into the equation.

Agree that you should decide on C/E/F based on overall factors (price, maintenance history, mods). I owned an E for 23 years, have had my C for 3. I really can't say that I miss those few extra horses. Even though I had a good starting technique down pat, I don't miss starting the IO360. A fuel injection issue in my E eventually resulted in an off-field landing (that's why I have the C now). Unless something has recently changed, you should note that the cylinder & overhaul cost for the IO360 will be significantly more since Lycoming is the only game in town for new cylinders.

With my tall dash, high nose up attitude and as close as the tail of my long body is to the ground. It kinda already is a tail dragger!

Mooney Hearses. Look like...Hearses. "Excuse me, are there any caskets back there"? My condolences for your loss... I wear my sun-visors and side-curtains on my face. They work awesome when I need/want them. They are "gone" when I don't. Sunglasses. An incredible invention.

Friends don't let friends put side curtains in Mooney's?

my neighbor has a work van that was wrapped. From a distance it looks good, but you can see where it's starting to pull from corners and such. I guess a lot has to do with getting someone experienced to install it.