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A few years back, I saw hardly any metal in the oil filter, but this is what I found in the screen... I was suffering from low oil pressure... So the answer is yes, it is possible. :)

Our local EAA chapter did our Annual Young Eagles June event this morning. When I get smaller kids, and we are buried with them standing at the registration table, I have no problem getting 3 across the back seat. I think these kids had fun today. I got phone numbers when we landed and sent the pictures to the kids parents and grand parents. They really enjoyed it. I imagine those may have ended up on Facebook today. Tom

Thanks for update Jon, sent you a pkg today with some magazines (M20E reviews), owners manual, and gascolator gasket. don't forget your O2 transfill bottle here at 8a6 and garmin manuals (hardcopy). Is located in hangar 6 (I think) right side on floor. I'll update number tomorrow or Monday if wrong. I"m Glad to hear as the plane needs to be flown much more than I could. I changed my profile pic to reflect new adrenaline rush. this was last April on the Charlotte Motor Speedway new ROVAl. want to ride along ? http://www.creativecomputersolutions.com/3lapsatcmsroval.htm Bill

I talked to Dan at Lasar and he said he has seen many situations with a rub on the steel structure and he gave me a simple solution that amazingly worked. Just move the one or two circular shims on the inboard side if the steering horn tee (part #15 in the drawing) to the outside location and that creates the clearance needed to remove the rub.

The first step to any airplane ownership is to throw all rational financial thoughts out the window and only focus on the fun of flying.

Change your data interval to 1 per second. That will help distinguish between "sawtooth" and "square" signal changes, with the latter being more likely to be a bad connection/sensor.

Several!!! But its about the fun of flying (I think). I think all rational thought is out of the window!

Hey folks, the Sport Air Racing League has an upcoming race in south-central Georgia on Saturday, June 23. The Sunrise 100. This was rescheduled from early April due to rain. I know we have several racers on MSpace so I wanted to make sure people were aware of it. Here's the link: http://sportairrace.org/sarl/node/3722 These are fun races where you can test whatever limits of your machine you want to test. You race in categories so your overall speed doesn't matter so much as how well you do against similar planes. This year they apparently have a P-51 which will no doubt lead the pack. I'm going just so I can hear that Merlin engine. Come join me!

Well Mooneyspace I’ve been on this forum for well over a year now. I was fortune enough to join this community with the purchase of N5612Q from @DrBill late last month. I’m now the proud owner of a 1965 M20E! I know it was hard for Bill to sell this fine machine, but I promise it will continue to live a long and flightful life. @AGL Aviationwith Tamara and Lynn have been incredibly patient, understanding, and helpful to me as a first time owner. I cannot thank them enough and I look forward to future services with them, albeit once a year ideally . @Bob_Belville You are ultimately the one that tied me in with both of these parties, helping me purchase and relocate 5612Q to KMRN for a recommended MSC annual and helping me find a CFI to get my 5 hour check out. I am certainly in your debt for all of your help. Thank you again for everything. @LANCECASPERthanks for the deal on the shock discs those were the largest maintenance item I needed to address. What my annual included: Main shock discs replaced Oversized bushing + sanding and repaint for the nose gear (Looks GREAT) Complied with SB M20-289A Retract rods and idler arms had light corrosion (blasted and painted) New Down lock block UPGRADES: Gem602 upgraded to Insight G2 GPS breaker upped to allow for IFD 440 swap when ready (Avidyne is having a deal with purchase of a 440 you get a Zulu 3 headset included! ) Pictures to follow in ~3 weeks when I pick up the plane. –Jon.

Yes, they are expensive. The people who make them do not have an overhaul procedure in place, thus no one can rebuild them. If you want a fully functioning one, I will sell you my spare for about half of what the new ones cost.

From other responses, it looks like I've got a pretty typical tablet mounting location. I really like having the space to mount it there. Every other plane I have flown, leg mounted worked well for the tablet for me. In the Mooney, I just don't have the lap space. The right side mount is a little further away than I'd like for reading approach plates. Sorry for the crappy tablet mount picture. It was the best I could find with a couple minutes of looking. The mount I'm more proud of is my phone holder on the yoke. I designed it in SolidWorks and 3D printed it. The mount is located by the recessed area of the emblem on the yoke. Rubber bands hold it against the yoke. Easy install/removal and no modification needed to the yoke. The stylus/pen holder has been pretty handy too.

When I arrived this morning, the charger was still showing a 1.5A discharge rate. I started pulling breakers. One batch included the standby alternator field coil and I noted the discharge went to zero. I’m going to leave that breaker out and see if it affects things. I suspect that there’s a chance it’s supposed to be off by default and somebody went through and reset all the breakers before I saw the plane.

Its not really a loss until its realized, right? Just stick that head deep in the sand and it will all be alright. Sent from my SM-G930V using Tapatalk

ok it is on you tube, i'll send you the link. https://youtu.be/FPl1eiA_62Q Bill PS my car only has 240 rear wheel hp so the newer cars with 400 and more pull away on the straights. under green flag, i hit NASCAR turn 3 at about 118 and hold foot to the metal around 3 and 4 until I have to lift for the new chicane at 4.

That is real world..lol I really was not sure if it was going to re-start or not. My instructor is a young guy, 23 yrs old. He did well, kept calm and gave no indication of concern. It was probably nothing to him, but to me it seemed like forever. The school uses a Dutchess as the school's regular trainer. They also have a Twin Comanche, but it is on leaseback program. They usually use the Dutchess to train. The Comanche is more demanding, slightly less forgiving (so they say) and no CR props, but for me I'd much rather pay $45 vs.$300+ and hour for a plane and instructor and learn in what I own and will fly. I'm already paying for fuel to fly the Mooney to Memphis for every training day (about 55 km). Then fuel for the training in the Comanche and then fly back home 55 km back to Dyersburg. Averaging about 4-5 time a week. I was looking at my logs and right now about a third of my total hours are cross-country hours. -Tom

Bravos are great two person airplanes,full luggage, LR tanks to 130 gallons. Recently completed true cross country, 25 hours of flying, most legs were 5 hours between 800-1000 miles in total comfort. Fuel burn approximated 17.5-18 gph averaging 190+ knots, flew nice and easy, wonderful trip machine, it’s hard to go wrong with our long bodies.

When I was training for my multi ATP a few years ago, we shut one down and feathered it. We could not get that thing started again! The instructor was sweating bullets. Apparently in the Seneca if you land with a feathered prop you have to pull the prop and send it to a prop shop to get it unfeathered. We got down to 1000 AGL and I told him that we weren’t going to decend any more! We let the battery charge for 5 min and gave it a go without a decent and it finally started. Real life training there. This was all on a dark night too.

Lancecasper: yes thats what I am reading. So like real-estate, its about how well you buy. If you think of a plane as a store of value, the older it is the less depreciating of an asset it is. (so for example, I will be able to sell my 2005 Mooney for about what I paid for it last year) Currently the cost of money is relatively low compared to the returns in the market. Depreciation would have some tax benefits. So by my figuring, after all costs, cost of money, loss of value on sale etc.: The annual cost delta between my Mooney and and a late-model Mirage, on the sale of the Mirage, would be $48K/year over a two year period. Past 2 years, the economics become more favorable as the Mirage depreciates even less.

Yes she does Mike - but my hours dont get me there at a reasonable cost (not that the above is reasonable!)? Perhaps I will just stick with my wonderful Ovation 3GX!

While I had my interior and seats out this past week I took the opportunity to clean the holes int the seat rail with a screwdriver and shop vac. Although I have never had a problem as you described, I did remove a significant amount of dirt and debris and it was packed in there...40 yeas worth.

Great additional pic of the Dad and family! Like you... Our Mooney is the bridge that connects three generations. We Couldn’t have done it so well without a Mooney... We have a similar pic that quietly resides behind me while I type.... ... an offering of peace and comfort ... Best regards, -a-

I sent this hand drawing to you in a PM but thought I would share it here so others can take the mystery out of the grounding situation. There needs to be a ground from one of the screws holding the sender in place (after sandpapering away the anodized surface of the sender around that screw hole) to the plane chassis. And then you need to run the outboard sender's black wire to the inboard sender's black wire and then connect these two wires with the ground wire from the supplied JPI cable. Repeat for the other set of senders. I used a Delco style disconnect connector to facilitate removing the senders if needed.

Little update to my multi training. Flew Monday and worked steep turns, stalls (power on and off), different configurations. Engine out scenarios and procedures... Instructor had the bug Tues-Thurs so no flying. We finally got back in the air Friday. Worked on steep turns (my weak link) and short field landings and take-offs. Saturday (today)..Steep turns again, finally have these dialed in, took me a while. I honestly think that some of the hold up on me getting comfortable was because I've been flying behind my Aspen glass for a few years and going back and working off conventional steam took some time getting comfortable with again. Only other minor thing is the Mooney has GTN750 and the Comanche has 530. Trying to dial in airport IDs and frequency makes me have to think a little more as far as twist, push, turn....... Today was an awesome learning experience..We took it all the way to full right engine shutdown and flying on just left engine. Interesting and did okay during the procedure. The restart was slower than I expected. Unfeathered and nosed over and we never did get a start. Finally did a few starter bumps and still no joy, lastly a we did full ignition and after about 15- 20 secs with starter engaged it caught. I was beginning to think we were going to be doing a engine out landing :). Good news the instructor thinks we should be able to knock the rest out next week and schedule a check ride the following Tuesday or Wednesday. At this point I can fly it, land it, know emergency ops and what to expect. I just need more natural flow and get to know emergency ops second nature....Right now I'm spending too much having to think about what's next in emergency flow. Some home chair flying and more flights next week. Until next time.. -Tom

Ooowwwwwwwww!!!!! Harley, I did not need to see that!!! Now my finger hurts . . . .

No place special today, just some special time with my youngest son. It's been two weeks since I flew which is too long. Not having anyplace to go but time to do it we headed out to the airport before it got too hot. He doesn't quite have the bug, but I am trying to get him infected and there are signs that it is taking hold. After pre-flight, starting the engine, realizing my headset was still on the shelf in the hangar because I had taken it out of the plane because the shop was supposed to take the plane to do some work, shutting down, sending him to fetch the headset, starting the engine again, we were ready to roll. With the seat all the way forward he can finally reach the rudder pedals and wanted to steer so once we were out from between the hangars and on the taxiway I let him take over, he did better than I did my first time. Everything was good on run-up so we took off and headed for the nearby practice area over Lake Matthews. Departing to the southeast I turned the controls over to my son. Coming in over the lake at 4,200' there was another plane at 4,500', one below us at 3,000' and two more checked in on the radio inbound. I had already brought the power/rpm down to just cruise around but knowing we could out climb the other's there and that usually only the twins go up higher (everyone on the radio was a single) I pushed the prop forward and throttle in and had him take us up to 6,000'. We spent some time with him flying us around the lake and then off to the southeast for a bit before heading back. He did well flying the whole time until giving me the controls back a couple miles south of the airport as we were getting ready to enter the pattern. Once we exited the runway he steered us down the taxi-way until we got to where we were going between the hangars. Always fun to fly, even more fun when I get to spend it with my son.

Hi MooneyMark, Sorry to hear about your dad. It looks like the rocker shaft holddown nut is missing the lock tab. Picture below Also this is clearly the oil problem but you should have had a puddle of oil dripping from the intake drains and that would have helped with a quick diagnoses. I would check the drain check valve above the left cowl flap and make sure the lines are clear to each intake port. Jim

Only if the wound is up under the fingernail and caused by a sterile cotter pin... . ...I record all my wounds.

I had 6 2" Jepp binders in addition to several binders of sectional and low enroute folding charts. A pack of updates came by mail every 2 weeks. The only one who looked forward to that was my preteen daughter who made $5 for each update package filed. That makes the Garmin update cost seem a little better...

Thanks for the cost info. My hangar rent will be going up by about $750/mo! I do have a GFC 700 in my Mooney and the PA-46 I will buy will have the same. I love my GFC 700. I am expecting about $1,360/hour for a 100 hour/year use; so $136000/year is my figuring with insurance, fuel, annual, general maintenance recurrent training, financing costs/cost of money and hangar. A whopping amount - makes you stop and think! $118.5K of this is fixed with zero hours!!! On an Apples to Apples basis (again factoring in cost of money and all those things, my Mooney costs $57K/year. So the PA 46 is about 2.4X!!!

AL is a LOVELY bird, Andrew. No offense meant of course

It's a good thing that oil, grease, and grime are sterile.

I don't disagree. I thought how you presented it was humorous. The suction screen video was such a huge success, I do plan on posting a few more snippets of several things concerning an annual that I think people would be interested to see. You guys are more than welcome to sound off on those specific things and I'll do what I can. I do have a concern with offering a full-length DVD: we all know there will be SOMEONE who will take it upon themselves to use the video and try to perform the inspection/service themselves. While I believe these people are few and far between, I would hate to be responsible for injury or loss of life over a video meant only for information/reference. While a good idea, a full length video will take some thinking. Sent from my iPhone using Tapatalk Pro

Thanks for the additional spring details, MooneyMark. And prayers for the MooneyPilot that has flown West... Best regards, -a-

+ 1 for the Bravo. You can dial it back to 29/34 and do around 200 in the high teens and above at 18-19 gph. Plus you have a Lycoming that can easily make TBO with some descent management. I continue to be impressed after almost 5 years of ownership. Best single engine piston buy on the market IMO.

Training has been slow the past six weeks, I did some practice runs to EHGG but this weekend I’ll be back at the flightschool. My dad passed away exactly one week ago, we operated the Mooney together and maintenance was completed just in time to do a very emotiononal farewel pass at his funeralservice. We both loved flying and we loved flying the Mooney together. He followed progress on maintenance right up to his passing and was thrilled to hear they finaly found a ‘smoking gun’ and the cause for the misterious oil consumption. I was in tears because at that time my dad was in the ICU fighting for his life and the doctors were still trying to figure out what was killing him. I said ‘dad, they fixed the Mooney, they will fix you too.’ Regretfully it wasn’t meant to be, he would have loved to take her up once more.

Oh, I'll endorse AGL, their oil screen videos were great Frankly, I would love to see a feature length film of an E getting an annual...plane porn video.

You might want to have a Mooney owner endorsement requirement. Someone who has had an annual (or many) with them, or major work in the case of avionics and engine.

Also, you'll want to consider the GLAP option to include a vent window in the door. Very nice for cross ventilation and in an emergency you can reach the outside door handle!

Right above the throttle and prop controls looks like some handy space... Close to the tach... Push the switch, watch the tach... repeat... Nicely located for the SIC, in the event.... It just makes operational sense... Especially if you lose count of the rotary clicks... (I don’t usually observe the rotary switch while doing the run-up, busy with instruments and looking out the windows) Switches with an un confusable click would go really nice with a touch screen TXi... How about some electronic ignition to go with that? Best regards, -a- I didn’t type fast enough to get this in before Rmag finished his last post...

F/A-18E/F Super Hornets, F/A-18G Growlers (Electronic Attack variation of the Super Hornet), and soon to be F-35C are the latest USN front line fighters. It will be interesting to see what aircraft they use for "MiGs". Cheers, Junkman

Our guy Nathan redid the safety for you guys to see - we all might need to show the poor guy some appreciation - shout out to him if you want! 34274164_651776465214589_949061504672464896_n.mp4

Sheepskin- works great here in TX. I have a set I bought for a J to replace the covers that came with the plane but they didn’t fit the seats in my 205. If they would fit your plane...I need to sell them.

In a short 20 years, I have never gotten anything out of either pitot, or static drains. Of course, in the last 15 years of that 20, I gave up checking because I never found any water. I'm not sure whether the risk of water is greater than the risk of a drain not properly sealing after checking.

Of our 160 registered attendees, how many are Mooney Spacers? This year, our host hotel will move to the Hampton Inn beachfront in Panama City Beach to accommodate our growth, and our Mooney Sponsored Saturday night dinner will be at the Grand Marlin. Our agenda is here Here is a video of the Mooney Formation demo Here are a few pics of last years event Here is how to donate to our charitable Bill Gilliland Foundation to help downed Mooney pilots' families if you cannot come and believe in easing an unfortunate fellow Mooney pilot's families pain Ron, Seth, Lee and I look forward to seeing you again or meeting you this Sept 28th!

Well Sunday was a much needed supply run and we really loaded Snoopy with lots of goods. The trip out was smoother than expected as the west winds were creating some build ups over our eastern mountains but was easy to avoid by heading a bit south and crossing over a lower pass and then making a northern turn back towards our destination at WLW. As we were climbing out on the return trip I noticed the engine was missing during climb but was making full power and temperatures were all normal once in cruise tried to adjust it out by going lean but it wasn't happening so just ran at a low power for the short trip home. Once I had the field made did an inflight mag check and dropped a cylinder on the right mag. Was too high on final so had to go around not something I wanted to do with the engine not right but it was clear my head was also missing and running a bit rough as well. Landing was stiff as we had a 90 degree cross gusting to 20 and a pilot that was definitely off his game. Spent the day yesterday pulling the plugs and found number one lower to be really fouled. All good as we made it home safe and sound but not my best performance for certain. On another note yesterday was my first day in retirement after a 35 year career in an extremely demanding and stressful job. Looking forward to what the future holds.

Particularly sad, because an equivalent bulb for a car is about $7.00

I only see Questions #1 & #3. Whelen LED Landing Light (Parmetheus) and Belly Strobe (red & white). My other lights still work, and will remain as long as LED prices remain stupid high. $500 for one wingtip light? YGBSM . . . .

Thank you Michael for bringing that up. I am trying to get the new registration up and going and will touch bases with you once it is up and running! Great job this weekend!!!! IT was AMAZING!!!!!!

Yes, but this is done in the privacy of the foot well..... A lot of pilots think their planes are ladies... If so why do they have pitot tubes?