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I’ll elaborate on the animal stuff later. But regarding my panel upgrade, for 3 years I have been a pilot for the Coast Guard Auxiliary. My aircraft is a “facility” for them. As such, under orders, I fly missions for the Coast Guard in my aircraft. I always have another CG pilot with me and often an observer. Many are older than I am. The Dept of Homeland Security compensates me approximately $100/hour while I’m on a mission, plus expenses. We are in communication with the Coast Guard ground facility every 15 minutes. Our typical missions are looking for vessels in distress, environmental hazards including oil spills, wildlife in distress and search and rescue. The Coast Guard has trained me including sending me to Oklahoma City for training in the high altitude chamber as well as underwater evacuation. I had to pass these programs to be a CG pilot. I get retested every year. Even at the advanced age of 64 they still let me fly! I guess no one has told them at 64 I have one foot in the grave. Glen

I like that one! When I’m gone my wife gets 95 percent of our net worth. If she’s gone it all goes to my favorite animal charities. No kids... I have enough that I’ll never run out. Flying makes me happy. Owning a beautiful well equipped aircraft makes me happy. Tinkering in my new 45 x 60 hangar makes me happy. I just put a 20 AMU bathroom in my new hangar and using the bidet toilet makes me happy (and clean!). I’ve got 100 countries stamps in my passport. Going on vacation doesn’t make me happy. Glen

“Gets a year out of it” ……. I honestly believe, being painfully honest, I will get 10 years out of it. My father got his private at age 70. He bought a Grumman Tiger during his training and enjoyed it flying solo for 5 more years and dual, with me, for another 5 years.

I finally has a chance to call Jeppesen in the middle of a work day. I called the tech support line instead of the sales line. In a previous call the tech support guy said to do that because they can connect you directly to sales without waiting in line. When I called, I have to think they had my account flagged somehow, because in a matter of minutes we had a three way conference call set up. Everything was resolved. I wish their website was less confusing, and easier to get more detailed account information. I also wish their 24/7 tech support had the ability to resolve accounting issues.

Little JB Weld will fix that

Lycoming Service Instruction 1029

PA46 cabins are pressurized to 5.3-5.5 psi. That gives about a 9,500’ cabin at FL280. Cessna P210 differential is 3.3 psi for 12,500’ cabin at FL250. The hypothetical P-Mooney should probably aim for at least 5 psi and 6.5 would be a nice target. Heck, dream big.

That's got to be the most nochalant "I just got a Mooney!" post I've ever seen! Congratulations!

Your TAS is in MPH, 191mph = 166kts. Not as fast as an O. Cheers, Dan

Apologize if this is already posted on MS. Danny Bauer’s F N118RC. Interesting photo of engine damage. https://www.facebook.com/danny.bauer.526/posts/4292442984147864

What happened, look and feel changed, fonts too small

No STC, It's a NORSEE so minor alteration. Form 337 is not required. The installation of a circuit breaker does not require further FAA approval if the circuit breaker is already certified and compatible with the busbar for the airplane make/model; this is selected and decided by the installer. If a “Switched” audio input used; such as ADF, COM3, NAV2, etc., which gives a button or switch already on the audio panel to enable/disable audio on-demand; then a dedicated circuit breaker is not required; the power can be shared by any non-essential devices, such as cig lighter or internal lighting not used for night; and so on. Even if a “Switched” audio input is not available; then a standard toggle switch can be added, and this also eliminates the need for a dedicated circuit breaker. If installing a circuit breaker; use a 1A one. Power consumption is < 200mA on 12V systems.

The scale makes it look worse than it is, the fuel pressure has always varied so I figured that’s just a property of the fuel pump/system. If the scale started at zero it would not not look so bad. There’s no way I will add a snubber to the fuel/oil system. So I don’t worry about it.

Don't think oil everywhere but some oil somewhere. There is pressurized oil up there and unless it sized the oil pump moves along of oil with one rotation.

I had the same thing on my 66E when I bought it. Io-360-a1a. 2 of the lower crank case bolts were loose. Like not even finger tight. I had oil blowing everywhere... My 2 loose bolts were the hardest ones to get to. The ones where the starter and generator are pretty much in the way. I saw this as laziness on whoever maintained my plane prior to me and no brownie points were earned for the guy who did my pre-buy. Anyway, My IA and I checked the torque of every nut and bolt on the engine. No more oil leaks!

Yeah, that's better. ^^Do that.

If you are taxiing over a rough surface, the nose will sometimes get into this resonant bounce. The shock will stop it. The bounce doesn't hurt anything. Most people take it off and gain about 5 Lbs. of useful load. Mooney quit putting them on.

Also of note, small-ish turbine engines with exhaust heat "recuperation" are (for this discussion) about as efficient as gasoline engines when at rated power. The link is for a RR250 that has the heat exchangers right in the ducts. They claim 50 pounds of weight. Exhaust heat is used to heat the compressed air prior to the combustion chamber, via a heat exchanger, thereby lowering the amount of fuel necessary to achieve a specific turbine inlet temperature. https://www.ainonline.com/aviation-news/2009-02-21/hot-idea-rr-250-could-cut-fuel-burn-40 https://frontlineaerospace.com/technologies/microfire-recuperator/

I haven’t seen any deals announced yet. It seems like every year someone makes a similar comment about Aspen’s survival as a going concern and yet they remain. The Pro Max is a nice upgrade over the original pro in speed and display. For those of us that aren’t happy with garmin’s stuff, it gives an option.

That is so impressive and wonderful memories you’ll never forget. I love reading stuff like this.

Holy cow… All the pictures are right side up! -a-

No, no PM’s please. I’ve just been ignoring him, he knew what I meant and that’s the number of GA aircraft are declining every day, they aren’t being replaced, others understood and showed him the numbers. Long ago my Father told me to not get in the mud with the hog, all you do is get covered in filth and the hog loves it.

I was agreeing with your comment that I quoted regarding Unit74’s erroneous assertion and citing another source of data. Skip

1-877-ASK-LORD

Looks like he was able to land on a highway.. that can be challenging to identify at night with low illumination. Impressive work- glad everyone is OK!

At the top right of the page you will see the toolbar with your username on it. Click the icon that looks like a little "slider" - in this you will see various options. One of them is "Larger Font Sizes for Posts?" - turn that on. It will of course remember your selection on future visits from the same device. Hope that helps!

No just 54 years as an A&P Just received the FAA C Taylor Award a couple weeks ago Always wanted to know how things worked or were built.

Well more investigation is needed. Worked after startup, taxi, takeoff but started the error again. I'm suspicious of the connection at the antenna so will need to ck that next chance I get. Great day to fly though.. Happy 4th... -Don

Can also be a sign that the bonehead behind the yoke didn’t get the ignition switch back to both after a run up.

Sheez. I've got to say that "engine out at night over inhospitable terrain" is probably the scenario that most makes me think "yeah, I can see how a person would want a BRS."

@mooniac58's post is stickied to the top of the general discussion forum. There are apparently some display changes connected with that

I think we are confusing two different items Baffle seals for something WITHOUT a dog house and the dog house seal LIP between the cowl and the dog house I believe the OP is referring to the LIP seal which has to be stiffer than any "regular" baffle seal so as to avoid "blowing out" when airspeed and vibration is applied to the dog house pressure. It was original at about 1/8" stiff rubber Most are getting worn out now after half a century. I've seen normal baffle seal material used but it usually blows out of the "catch ring" in the cowl and lots of cooling is lost when this happens I suspect many of those who have cooling problems with dog houses miss this item when trouble shooting the reason why they have high cylinder head temps. Its hard to see if the lip is placed correctly in the catch ring but it must be done for good dog house sealing.

Ok, fuel gallons remaining display problem solved. There is an option in the setup menu "Fuel Level Digital Display" or something like that. Changed to "Y" it shows the gallons remaining in each tank. My world is now meeting expectations...

A J should be marked in dual units, the POH is also in both.

Doesn't a Progressive Inspection, over the course of a year, entail exactly the same level of inspection, the same depth, cover the same completeness and thoroughness as an Annual Inspection? Isn't the Progressive just breaking the process up into several segments of shorter duration rather than occurring all at one time? Therefore, everything "comprising" the airplane still needs and gets an "annual" inspection.

Canadian Oshkosh

Ya’ll pulled me out of lurking on MS with this thread.... I’m retiring from the Army later this year (27+ years as a logistics officer) and 5 days after getting my “walking papers” I’ll be in ground school with a larger Regional Airline. Finally going after that dream I had as a teenager all those years ago. Edit to add that I agree with the sentiment of striving to be as professional as possible - flying for hire or not. Cheers, Brian

Sorry for the delay in replying to this post (notification setting issues - my bad). This manual was from Mooney Mite Aircraft Corporation 1970. It contains information relevant to the Mooney M18 (the owner of the company purchased the M-18 design and made the aircraft available to the public as a homebuilt design). I have a copy but no longer have the full set of prints. I believe copies are still available on the "Mite Site". Regards, Kevin

I just want to thank all of y’all for sharing your knowledge. I am new to all of this (and it’s a lot) so I’m reading constantly. I don’t always understand everything, especially on the electronics, but the more I read the more I get. I just wanted y’all to know. Thanks. jb

I am the one who organized the Mooneyspace social at Oshkosh in the last 4-5 years. Since I am from Canada and the government still enforces essential travel only at the border I am skipping (sadly) the trip this year. But even if I could get there, the nature of the event could make it a potential COVID spreader event. Large gatherings are not a good idea yet. It could happen however the logistics would somehow be more complicated, there would need to be waiver signature to protect organizers etc. Yves

My 252 with engine nearing TBO i look for 36” 2700rpm and 24FF. I have seen with the rising texas summer heat example 95d F takeoff that my FF was only 22FF. Just another data point for reference. I too tried the cruise climb in the winter was ok but now that it’s summer time i find I struggle to keep the engine cool. It seem counter intuitive but full t/o power does seem to keep the CHT’s cooler and I’m climbing quicker to cooler altitudes and smoother ride in this texas summer heat. What is there not to like about that?

The best fix wing pilots as a group are Rotor Wing pilots. Always very situationally aware, which when you think about, makes sense.

I’ve been here for a couple years now. This week I finally became a Mooney owner. Flew my new to me M20C home from SMO to 1O3 yesterday and am absolutely thrilled by the airplane. The first upgrade on my list is to install shoulder harnesses. I think I’d prefer the inertial reel kind. Anyone here do this recently? How did it go? Seth

My hero! Retired, with a Standing O as his steed . . . .

As a preamble, like many of you, I am sorry for what happens to Brittain industries, the worst is the lack of information and the hypothetical hope for a better future. I have a deep respect for Cecilia and the team trying to get back up the slope, so I wouldn't want to hurt their efforts. However, I have the will to return my 20 F to its strict original condition, as this is enough for the exploitation I envision and the technical solutions used by Mooney at the time are proven, so there is nothing to change. There are many parts whose supply is difficult, you talk about the servo drop-down membranes (this is the exact name in French, at home it is called "Rolling membrane"), but there is also the air inlet bellows, that of the depth trim, the interior plastics,... In France with my " F " I'am alone in the world, clone to Tom Hanks on his island. There were only 4 "F" from before 1974 imported to us, the others are "E" or "J". The only "B" that flies from us is a "collector". I work for the machine tool industry, I am quite well equipped in industrial means and I have many partners and suppliers specialized in their field. Naturally, so I studied these rare parts and considered what is the simplest for me : remanufacturing. To answer your question, Brittain membranes are a specific manufacture that goes a little beyond the industrial standard. By this I mean that the stroke /diameter ratio is particularly important. If you look at the servo step, you will see a diameter of 4"(102 mm) for a stroke of 8" 3/16 (208 mm), which is a deployment ratio greater than 2. For the running board, part of the run is done without load traction, this to organize the winding of the membrane without stress. As for the actuators of the "PC" (in wing and the tail cône), the ratio is less. In the industrial field, the leader of this technology is "Marsh Bellofram". This supplier's catalog shows that what it does best is Class 2 giving a ratio of 1.12... This peculiarity explains that our membranes are made of rubber without reinforcing fabric, that the thickness is tiny, to age better, to be more flexible and that this thickness varies in some places to "organize" the winding. Brittain's chosen material is "Nitrile", a synthetic rubber. Today, silicone makes it possible to achieve the same performance, and it is simpler to implement. With a friend who specializes in contact molding, I made tools and we remanufactured several silicone diaphragms, identical to Brittain's. For the running board, it's ok, for the wing actuators, there is a small test bench or an actuator pulls a spring, we perform at this time and for 1 year fatigue tests, a small automate drive a solenoid valve, which simulates a flight of 5 hours per day with alternating stresses. the membrane is currently at 530,000 cycles, it is not yet torn. This is my situation today, I have to consider the possibility of mounting these parts on my " F " with approval from the authority, this to keep my ICAO CDN. Currently, only the membrane of my running board was damaged, the servos of the PC system were in very good condition, but I have to project myself into the future. In the coming weeks I would put the plans of the diaphragms in the Download section, but I will seek approval from Brittain's owner.

for your airboat engine

Hi Don, I’ve read this before about you touting the VFR approaches available on the 650. I’m just curious why this is something anyone really needs though. I think most of us just hand fly our VFR approaches so I’m failing to see the major benefit here. Personally I think it’s cheaper to go with the 440 and skip the installation time and cost of the 650.

To me there is no comparison between a 430 and IFD440. The IFD has way more capabilities and ease of use from the blue tooth keyboard, IFD100 app, ability to enter airways, "Boeing banana", Terrain awareness, 500' call-out etc, etc... the list is long. I found it to be fairly painless adjusting from the 430 to the IFD and now that I'm used to it I could never go back. I think that you would find it to be money very well spent to upgrade to a 440

I parted out a 63 C last year with about 1 eighth the corrosion in the spar under the tank sealant.... The feds are not going to grant a ferry permit , I have been through it , That is real bad corrosion....I personally would not fly it......That being said moving forward .... You can sell the engine fairly quickly for about 12 K , if it has the new style hub , you can get about 5 K for the prop , there are about 2000 dollars worth of cores you can sell to Lasar , and walk away without any debt......If there is that much corrosion on that wing , there is probably that much more in other places well hidden that you cant see......This is not the type of repair that you would attempt yourself , I don't care what any one else says , structural sheet metal is an ART , if you don't do it for a living , you cant do a good job.....There is no room for error in this type of work....... Also If you decide to part it out , don't pull the engine until it is sold.....It is an advantage to selling an engine if the buyer can come and run it.......