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UPDATE. Dreams can and do come true…even if you are 64 years old! Today was an absolute blast. I earned my Multi engine rating down at Venice (VNC) this morning, then got to fly back to Leesburg as PIC. Special thanks to CFI Adam Jacques and all the nice people at Sunair Aviation, Leesburg Airport (LEE) who helped make my dream a reality.

I'd wait a few more months for the newer version to ship with integrated power regulator. It'll work fine now though as long as the service bulletin is installed with it with power regulator and capacitor - this issue is only for the 24V systems. Sent from my iPhone using Tapatalk

Current update: I now have my prop back. Cody replaced the blades and sent my old ones back to me. The engine, 2 alternators, starter, turbo, and 02 tank are being inspected and serviced. The prop governor had to be replaced. I have ordered new motor mounts, baffling, and a broken heat sensor. I am hoping to finish my PPL training by the end of the month and have my Checkride by the middle of August and fly my plane with a CFI by the end of September. Then in October be free, lol. Of course I want to go to IFR very soon. Its good to have goals, right?

That coal, (and all fossil fuels), came from prehistoric vegetation that grew using solar radiation, which is caused by fusion. All energy is actually nuclear in origin. QED

If you weight the plane with full fuel, and calculate it back out, you will have an inaccurate empty weight. There is no way to know exactly how many gallons of fuel is on board, or what the specific gravity is that day. You can have errors of plus or minus 60 pounds in a 120 gallon system. 40 pounds of that is from density changes alone. Leveling the plane is also critical to get the CG to be accurate. The only accurate way to get a correct empty weight, and CG, is to drain the fuel completely. In my experience doing well over 300 weighings, many for Part 135 compliance, not one that was previously weighed with fuel, then calculated out, was accurate. Not one. And of course, the bigger the tanks, the bigger the error.

<—- the guy that bought Bumper’s plane. :-) I’m a short timer here, but echo the thanks for everything I’ve learned from the group, and to Bumper for all the love and care he put into N58065 over the years. Be sure to say hi to Bumper when you’re traveling to/through Minden.

Didn't fly to visit, but did fly coast-to-coast to drop my son off at college. Great experience but that is one where you have to get where you are supposed to when you are supposed to. So a continuously viable plan B is always necessary.

This is the “newer” sandwiched ARI cowl mod closure with the 201 spinner, awaiting the final fiberglass finishing and painting. UPDATED: 16 June 2021 The results: Looks faster on the ground. Flew her home, she felt faster and climbed better too. Topped off the tanks at home and launched to run the speed check…numbers added below. I ran a 3 way speed check to get a baseline before the mod. Full bag of gas, solo flight. Mooney was near stock minus a knisley exhaust and a newer hartzell 2 blade prop. I usually see closer to 315-320 on my #3, but it’s _hot_ in the summer where I’m at! ~460 SMOH/SPOH I ran the 3 way speed check after, exact same configuration. Full bag of gas, solo flight. A couple degrees cooler but all else the same. Numbers from my EDM700 w/ lean finder after level and things settled out: 5.5k: Before 148.48 KTAS / After 152 KTAS Ram / 24” MP / 2.5k RPM Before: 29.61 / OAT 31*C / 11.3 GPH (50 ROP) / #3 cylinder 1328/343 After: 29.77 / OAT 27*C / 11.3 GPH (50 ROP) / #3 cylinder 1338/367 ———————— 7.5k: Before 146.89 KTAS / After 149.83 KTAS Ram / 22.75” MP / 2.5k RPM Before: 29.61 / OAT 25*C / 10.7 GPH (50 ROP) / #3 cylinder 1305/339 After: 29.78 / OAT 23.3*C / 10.7 GPH (50 ROP) / #3 cylinder 1310/358

Peak oil is irrelevant, if governments would leave it alone normal supply and demand forces will take care of things, oil will become more and more expensive and other sources of energy will become cheaper and we will switch to them, sure it’s likely things may change, we may not be living in 5,000 sg ft. Mcmansions and driving 9,000 lb SUV’s, but our standard of living can be the same or better. There will always be oil, but eventually all the easy, cheap oil will be gone, if it’s not already. But the more Governments mess with it, the more painful the change over will be. The crime in burning oil for energy in my opinion is the waste of so much valuable raw material for making so many important substances, sort of like burning forests for fuel, we think that nuts now, but not so long ago it was the norm, now most of the old growth timber is gone, much of it simply burnt for heat. Don't underestimate the brilliance of a few Entrepenuaers, things we are sure aren’t possible may be tomorrow’s normal, like I said I never thought a vertical descent rocket could be re-usable, and I don’t think I was alone.

Doesn't look like Mooney to me...

Depending on the temperature variation, that 118 gallons could weight as little as 670 pounds, or as much as 726 pounds. If they checked the specific gravity of the batch you should have an accurate number. We have the problem of light weight fuel in Florida, because it's almost always warmer than the standard day.

Caution for the interferences of pipes near the connecting rods of rudders...

The sniffle drain hose comes out of sump. The purpose of the sniffle is to drain any fuel that accumulates in the bottom of the intake manifold (which is built into the sump) usually from over priming. The flow divider contains a valve to shut off fuel during shutdown. Nonetheless, a small amount of fuel remains in the injector lines and can drain out the sniffle after shutdown. The fuel pump drain hose comes out of the engine driven fuel pump. The fuel pump has two diaphragms for redundancy. The drain is between them. If that chamber has fuel in it it drains out the hose. When that happens, it means that the pump is leaking internally and needs to be replaced. BTW, there is a similar drain on the boost pump. It is located aft of the left cowl flap. Skip

No, I never named her. I did put a "bumper sticker" just below the pilot's side window . . . it says, "Bumper". When I sold my ASH26E, I asked the new owner if he wanted me to remove the sticker. He said, "No, that stays!". I know 58065 has an appreciative new owner and home with sleeper-319 . . . I'm good with that!

I think that is a sign the diaphragm in the pump is going bad. I’m sure others will know for sure.

Swing and miss. There are car gas STC'd Bo's, Vikings, Cherokees and some others. I read that Mooneys didn't get it because some some sort of harmonic vibration phenomena that didn't make a lot of sense. Sounded like Mooney didn't pony up enough cash to whoever was doing the STC's, but I admit ignorance in this regard. If Mooney had dusted off the Cadet and powered it with a Rotax I think they'd have had a winner. Helps any aircraft company to have a trainer in the market. And they could have sold it anywhere. Car gas is everywhere. If airports didn't have it and had aircraft that burned it, they'd get it. Isn't rocket surgery.

For olds Mooney's : The difficulty of operation of the selector originates from the friction of the axis in its bore, there is a small O-ring in this upper guide. The distribution plate has 4 indentations and there are two indexing balls (pushed by springs into the indentations of the plate) for each position (2 in the model of the photo), it is the fouling of the springs in their housing that no longer allows the indexing function. This system is simple, but it must be cleaned and restored with great care. The PTFE seals, mounted on the selection plate is the essential part since it is on these parts that the sealing of the interconnection rests (no air passage in case of empty tank). The small O-ring in the bore is also important. The geometry of the distribution plate, the surface condition are elements to be checked after disassembly to know if the parts can be reused. Mechanically, this is done well because it is not possible to switch left and right in a winding negligence, the red mark of the lever would be in the wrong direction.

Me, too. Works great.

Send it to Dan at Lasar. Turned mine around in a few days. Easy to remove and reinstall. Detents where they should be and no leaks. Was around 300.00 if I remember correctly.

Things to consider for this situation… 1) Which alternator or generator do you have? 2) Which voltage regulator is controlling it? 3) How many volts is the USB / voltage meter showing in the cigarette lighter? 4) how many rpm were you running while making this observation? 5) Generators don’t make much output until rpms are really high…. So most start-up and taxi Time is slowly draining the battery…. When the rpms come up, old style VRs tend to try and charge the battery as quickly as possible… 6) Alternators are only a touch better… by the time they are adding electrons to the battery, you are speeding on the taxi way, or dragging the brakes… 7) If all original equipment, and you fly in IMC… Swapping out the old for the new has a ton of value… 8) Go easy on Chris… he hasn’t figured out MSers aren’t random people on the internet… we have been the same people hazing him for years… PP thoughts only, stuff I read around here… Best regards, -a-

I’ll see if I can find the dimensions. It’s not huge, remember that each piston has 1/3rd the displacement of an IO360. It is unbelievably efficient. We just did 180 miles from Maryland to a vacation spot it in PA. Interstate, back roads stop and go traffic and town driving. 40.6mpg, average speed 49.7mph… in a 4000lb+ luxury sedan that will rip to 60mph in 5.6 sec and loaf along at 1500rpm at 75mph.

what PPIs are for…. Ferret out the un-AW issues that have occurred and see that the plane was put back into AW condition… properly… When deciding to go OPP parts…. There is some risk analysis to consider… How critical is the part if it fails? What is the chance it fails catastrophically without warning? If something didn’t work as expected? How expensive is it to fix? I don’t think we’re are going to see manufacturers ever pass out their product specs… Surely when we use a qualified supplier… they have the skills and technology to determine what the material specs are…. If they can’t, that is an indication that they are not qualified… Don’t select a rubber donut manufacturer the way Al Mooney did…. Find one that makes rubber donuts for the aviation world already… the QC process will already be in place… by people that understand what it needs to do… There wasn’t any high tech rubber donuts in the 60s… our rubber donuts haven’t changed since then… PP thoughts only, not a rubber engineer… Best regards, -a-

They are a lot more fun to fly with both engines running!

Not exactly sure where you’re flying but I fly a G1000 PA46T around the northwest. Even without really strong winds, I’ve seen +\-15 kts at altitude from mtn wave at 20,000’ish and a very long way from the cascades…. The rockies and sierras will do that too and it goes a long way down range. These kinds of fluctuations don’t take mtn wave sigmets or anything.

Very happy to help and received a message from the OP. Thanks!

Thank you all for your input. I spoke with a Mooney A&P and he recommended pulling a cylinder if no corrosion found then top and accessories overhaul. If the worst is found an overhaul is needed. The inspections are schedule for Monday the 19th of July. I’m naming my new bird “MO MOONEY$” in honor of my late pet cat (Molasses) and soon to be light wallet.

Thanks for the welcome and your feedback. I will look into the GFC500 and may contact them to explain my aircraft configuration and see if they might have feedback as well. In answer to your questions: 1. Yes this wing modification is STCd. I agree that it is odd because this STC specifies that it applies only to my serial number and can not be reproduced on other aircraft. The STC is Walter Laidlaw SA4386WP. 2. The entire tail section is a M20J and the STC for the wing change calls for Rudder deflection of 18 degrees +- 1/2 degree. The complete wing assembly is M20E including the control surfaces. The STC also calls out the Elevator and Aileron deflections. The wing modification was made in 1982 and both the wing and Tail were done prior to my purchasing the aircraft, I've owned it for the last 28 years. .

I'm pragmatic and would consider OPPs on a case by case basis. In this case: Yes, I consider the disks to be "stupid expensive" It wouldn't bother me one whit if a plane I was considering had these donuts. I would want their installation documented in the log.

Some of you are aware and have provided excellent advice on how to solve this ongoing issue of the repetitive noise I have through my #2 comm. To review, my avionics shop checked all the wiring again, they installed a different #2 GNC 300XL to see if it was my GNC 300XL. They took out my GMA 345 and put a new one in to see if it was my audio panel, they checked all coax cables, all grounds, even went back and forth with Garmin multiple times. Nothing worked. I was getting tired of not having my airplane around when I wanted it and not having quality radios that were quiet. So, getting tired of this I figured, hey, money can usually solve airplane issues so I threw a little, well a lot more money at the problem. I had them remove the GNC 300XL and all its components like the tray and wiring etc... I had them install a Garmin GNC 355. Viola....all noise is gone, everything is quiet and the radio sounds great. So I wish I had something really cool to report but according to Garmin, there was something about the actual tray that the GNC 300XL sits in and the connectors at the back that was causing the issue and that is why a different GNC 300XL did not solve the problem. It took a more modern GPS install to solve the problem. I am just happy that I no longer have to listen to that awful noise on the #2 radio and I can now start putting money towards the GFC500 Autopilot!!!! Thanks for any and all advice from the group.

It’s an anecdotal testament to simple designs. It turns out a 54 year old voltage regulatory that was removed from service and properly stored 12 years ago can be ops checked and pressed back into service with no trouble. Glad to see it was useful Gary (@Planegary). Happy flying!

I believe Jeev endorsed the other maintenance shop at KVGT (name escapes me) in the past. I had not that good experience with Lone Mountain Aviation when grounded in LV; they never check the mag timing and left LH mag loose for the flight to SEA. YMMV.

I was excited to see an actual fly-in, but of course I work this weekend. Maybe I can convince the company we need to fly the PC-12 in for some advertising.

I'm no expert either! But as the IIHS puts it, although they occur most often in rear collisions, "whiplash injuries can be sustained in any type of crash." Here's a video that illustrates how, after being thrust forward in a frontal crash, the head then rebounds back. https://www.youtube.com/watch?v=6Nv5Qzia0-0&t=9s Anyway, I've been flying around with just lap belts, and I think a shoulder harness is actually a more effective upgrade.

Hank, the mount is compatible with the other units. They originally sent me one that was 3d printed and it didn't work very well. The production one is injected molded and works very well. Holds it firm but removes easily. My only grip is it has 4 mounting holes and I think that is a little overboard. I'm currently still using velcro but in the next few months I'll be installing a new panel and the AV8or will have a permanent home on the new mount. I will forever miss my C. That plane was awesome. But I do love the K, once you go turbo...... Unfortunately though, I have been spoiled with plenty of time in all Mooneys right up through the M20V. The further down the alphabet you go it just gets better and better. Cheers, Dan

FYI.... You can get a non powered stylus that does the same thing. Apple Pencil is great if you're an artist or using some other App where the pencil pressure or other functions make a difference. But for just drawing lines or writing text, there's no need for an actual pencil. Some stylus glide a little easier than others across the screen, so be sure to read the description & reviews for writing vs one that's better for just tapping.

Hmm, regardless, I'm not sure I'd do biz with a company that would charge $20 shipping, per disk!!! I mean, come on, if you want $70 per disk, just say so...don't make a lame attempt to hide it by tacking on a ridiculous 'shipping' charge!

He hyped electric cars into high volume production. He hyped his rockets into space, then he self-promoted his rockets into unmanned landings on ships at sea, then he hyped his rockets into delivering men and cargo to the International Space Station. Along the way, he self-promoted himself into several billion dollars. We could do with a few more self-promoting hypers like that! Maybe even one who likes airplanes with "funny tails"! Do I like or agree with everything he's done or how he's done it? Not necessarily. I'll grudgingly buy an electric car: when I can't drive myself anymore due to physical infirmity; or when gas becomes practically unavailable, and not a day sooner. Oh, and I'll cut the wires to the whole self-steering part . . . .

It usually happens after dinner is served and everyone is going to the bathroom in the back. The flight attendants complain it is too cold too, because they are no longer working the ovens. Seriously, you're flying at a constant pressure, not a constant altitude.

And or a phugoid, which is normal for almost all GA aircraft. but watch your GPS speed to see if it’s changing about the same rate as the true, if it is,then it’s real, if not maybe not. A phugoid really becomes noticeable in real smooth air. hands off flying, hands on we compensate without knowing and many don’t know what a phugoid is https://en.wikipedia.org/wiki/Phugoid Don’t read too much into the accident part of this, a phugoid is a normal thing in most GA aircraft and is at most sometimes an annoyance On edit, the phugoid I’m speaking of is a long period slow thing, just a very slow climb and descent so slow that a passenger wouldn't notice.

What time period is the vacillation? If it is fast you may have water in your pitot system, if it is slow, you are probably just experiencing rising and falling air masses.

Livened Frank’s site… https://www.komnhangars.com Best regards, -a-

Just throwing my little 2cents in. When switching fuel tanks, ya can 100% feel the detents in the selector valve. Mine was leaking, sent it to LAZAR. He rebuilt it for a reasonable price. He even extracted a screw that was broken off in the valve. Worth getting a quote. Stay up.

Tankman (Carl Sharon) completely stripped and resealed both of my tanks for my 67F 2 years ago and did a great job. The last person that did work on my tanks used the wrong sealant, installed the incorrect drain plugs and had vents sealed up. Carl identified the previous problems and completed the job keeping me updated on his progress until it was complete. No leaks so far. Walt

Lube the gear really well. pull the actuator apart and lube it. While you are there with open panels lube the u joints and chain in the trim. It is amazing what quality maintenance and a little lube will do for parts that move.

There isn’t any digital magic in the system… relays, position switches, airspeed or squat switch, motor… Know what you have for a gear unsafe switch…. Squat vs airspeed… one is easier to check than the other… airspeed switches get old… and get OH’d Squat switches are temperature sensitive… and it just got warm… If squat.. how old are the donuts? -a-

This is the way I see it. Don't hem 'n haw, just do it and enjoy this great flying machine.

UPDATE*** Received a call from a CFI at the FBO I contacted. Looks like I am in business after all. I’ll keep you posted.

No problem slowing down, but once on the glideslope I wouldn't be able to keep approach speed in my J without gear down unless I had a lot of headwind.

There are always variations in individual planes but saying the ovation does not have good short field performance is crazy. Only the 2 blade ovation 2 prop and the 2 blade eagle props were dogs on the ground. A 310 hp three blade hauls ___.