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Whilst upgrading the Rocket to led lights, I decided that paying $260 for a piece of plastic was not smart. Instead, I made my own retainers for each wing. They turned out pretty nice. 1/16 abs vacuum formed goodness. Made them a little longer than stock one to cover up the wiring on the back side. Optional recog lights only take a little trimming. I'm $25 all in and very happy.

I’m going to treat this with respect it deserves and ignore it. [emoji6]

That's not per the drawing. I suspect that the spring broke and someone jury rigged this to make a shorter spring fit. _ 000S001D_Rev B_Drawing Package_08_14_2014.pdf

I've used Phillips X/C 20/50 in all my 3 engines. I have been filling with 8 quarts and use about 1.5 quarts between 25 hour oil changes. Recently Mark from Top Gun recommend only using 7 quarts, since I have been having some small amount of dripping from the breather tube, so I will try that in the future.

The old intake plenum. (Rebuilt in fiberglass and carbon fibre)

That was me in the XC stage of training, drooling over all the ads, talking to people about the characteristics of everything interesting and affordable . . . I "found" my Mooney then, and it was difficult to mentally set it aside and concentrate on finishing up. But two months later, I had my pink slip / Temporary Certificate, and five weeks after that I had a second pink slip / Temporary Registration! Yee-haaaw!! First year insurance wasn't any fun, but there's a nice break at 100 hours in type, so I made sure that I was there. Part of that was a MAPA PPP [Mooney Aircraft Pilot Association Pilot Proficiency Program], and I hit 100 hours Total Time on my way to it, a scant five weeks after completing my 15 hours including 5 hours actual / simulated IMC Mooney Transition Training. So I was still in Student Pilot super-learning mode, and it was good. But the Instrument Rating will really help you fly closer to a schedule, and will require fewer cancellations. But there is some weather that a Mooney just won't fly through, and I've always watched it from the ground, because I'm a coward and prefer to be alive rather than brave and wondering if the "alive" part will last. Study hard, finish your training, and "always fly as if your life depended on it, because it does."

Okey Dokey. The front seats are done. I think they turned out well. Copy of an Audi seat…..maybe Porsche….can’t remember. All leather. I used the old Mooney Logo as that’s what was on the yokes. And i like it better. The foam is the three layer memory stuff from Spruce. Stripped then repainted the baffles in high temp/ hot rod red before reattaching the silicone. The new IO-550 is in.

https://ipadpilotnews.com/2024/03/faa-updates-advisory-circular-for-the-use-of-electronic-flight-bags/?trk_msg=V7T0HLI41GIK34ST5DH4T2D0HS&trk_contact=T7S76GU0EO106JVQRAFRT2RDBS&trk_sid=FT2TL2KJVT1QHLHOCFIFOJDMUK&trk_link=NNINR0KK5SR434GBJ3UDR30RDS&utm_source=listrak&utm_medium=Email&utm_term=READ+MORE&utm_campaign=FF24031A&utm_content=Fast+Five+-+March+9 https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91-78A.pdf -Don

@PT20J I checked the hose between the fuel pump and the carburetor today. It seemed clear. I did not check the fuel screen though. I will see about that tomorrow. Thanks.

Pure Mooney marketing… of the 60s new marketing group in the 90s really brought names to a new height… TLS - Turbo Lycoming Sabre TLS version 2 - kicked off a naming cover-up… the B model got oil cooled heads for the engines… M20M Bravo! M20R Ovation M20TN Acclaim M20K Encore Rocket Engineering added a few to the list, including… Standing Ovation I suddenly feel like flying to an opera for a Standing Ovation! Ovation was up to version 3 before it got a major upgrade to Ovation Ultra… Get your O1 Ovation with… MSE Mooney Special Edition… O2’s G1000 color screens… O3 power… 310hp Then trade it for the O4… to get the Ultra door and composite roof… Go Marketing!!! Best regards, -a-

It was fun to see and stayed cool because of the cold OAT. I think in the summer it might have been tougher to keep it cool. The most uncomfortable part was the deck angle made it harder to see outside. I like my 115ish cruise climb better.

Marketing department.

I just did a thread on this. Take out pins at front and back of rails. Roll forward hard and lift off rails. Keep seats low and straight sliding back and lift up out of rail Reverse to install and insert pins.

If I was Lax I would just send them in to be overhauled at this point, who knows what else was done by a PO.

Unless you do it right the first time.

I used to do it from underneath with an acid brush attached to a dowel for length. But I discovered it's easier to lube them from the top by lifting the blades to get access. All you need is a little dab of grease on the worm gear. Too much grease just makes a mess and attracts dirt.

Looking at the drawings it shows the retraction spring and a part number. Century Spring Corp SPC-9529 is their part number and they can produce these...BUT, they are custom parts and would need a minimum of $800-900 order. Not sure if anywhere else would have these other than Precise Flight; and PF will replace them with service, not not sell them anymore.

Maybe they used brake pad rivets

Honestly, I've just worked a lot in my life, and had the privilege of parents paying half my college tuition. Worked full time through college as well. Got really lucky to meet some great mentors along the way. Always been debt-adverse so I just... well I don't have any other than the mortgage. Both our cars are paid off and in good shape. We way underbought on a house that needed a ton of work, and I did 95% of it myself. Yes we are DINK but tbh the wife's job doesn't chip in much and I have her put all her take-home in her IRA. I've been sort of stupidly paying an extra $750/mo on my mortgage (back to that debt-adverse mentality) even though it has a really low rate. Another huge stroke of luck was buying our house in December of 2019, before the market went insane. Figured I might as well just have some fun instead. Wife is *thrilled* with the idea of being able to hike all the mountains that we have a hard time reaching in the car for a weekend trip!

@Kevin Westbrook

I've used Phillips X/C 20W50 in my Bravo since I purchased it.

I have the RCA2610-3P Mini 6 to replace my Turn coordinator. I can only assume that they are similar minus the Pitot Static connections, Attitude, Altimeter, Airspeed (knots only), and rate of turn functions. The RCA2610-3P unit does tie into pitot static system in it and the Pitot Static lines are opposite sides of the G5's the and the RCA battery & battery management seems to be week (on my 3rd battery didn't want break Pitot static system to sent it in) great support. I also have 2 G5's which has some known heading issues with as well. So when there is a heading difference between the G5 and the RCA or the Whiskey compass, for me, It really hard to tell by time that I noticed the heading error whether it's G5 or whiskey compass or RCA magnetometer as to which one is the accurate one. Since I am usually busy flying, I haven't figured out a way to determine who is correct. For most part they all agree it may take a little more time to come into agreement. Since I have tremor in my hands, I really like Garmin's tactile knob feed back when you turn their knob(s) the RCA is not so noticeable it more like a Aspen not so pronounced as Garmin. But it sure beats vacuum processing non slave DG's and it's nice having a heading bug for my Instrument training. Just my 2 cents, James '67C

After two failed RC-2600 gyros I’m done with the company. -Matt

I received this earlier this week from Precise Flight for the older 100 series electric speed brakes

Hey gents..! Some things we learn from the modern NA Mooneys… that most likely apply to the older Mooneys as well. both old and new were built for nearly the same mission… just, the newer models have more development time collected through the decades… 1) the Ovation has the NA IO550… 2) it’s EGT gauge is calibrated with actual numbers. Mounted in a specific location where there is a confluence of three exhaust streams on one side of the engine… 3) the climb procedure includes leaning in the climb… 4) the EGT is maintained by using a blue box on the EGT gauge, white for the G1000… 5) the box or arc is 100°F wide, and runs from 200-300°F ROP. 6) adjustments are made as needed… 7) the needle falls safely out the bottom, colder… as altitude increases. 8) airflow through a modern cowl was highly studied… 9) My M20C’s cowl met basic requirements of the day… some of its airflow did exit the front of the cowl. Every now and then you could see where an oil drip would show signs of its escape… out the front. 10) its tach also suffered by being mismarked… some things changed over decades of knowledge… Red arcs became yellow by rule change… the avoidance arc was changed, and remarked, or added, using a piece of tape on the lens… 11) These important arcs only apply to the engine/prop combination that came with the plane…Updated markings can be put on the tach for a small charge at an instrument shop… 12) if you change the prop or the engine… make sure the markings are appropriate… the yellow arc helps keep the pilot from operating in a zone where harmonic vibrations can break engine mount welds… harmonics can’t be felt by the pilot, because the usual vibrations feel the same to even the best calibrated buttock… The M20C only used four bolts to hold the engine to the firewall… I have the experience of losing two welds, that left the engine holding on by three bolts instead of four… 13) The POH is a great resource of info… and so are the STCs that come with a new prop. 14) for a great reference, get a copy of the latest POH published for your model… especially for the older models that only got owners manuals… 15) Vx, Vy, and cruise climb are very similar for all Mooneys… the heavier ones are marked in kias, lighter are in mias… 16) climb rate is all about excess hp to weight ratio… get as light as possible, and add hp… 17) 200 rpm is 10% of my engine’s hp… make sure the gov is set up properly… also be sure the prop stops are set up properly. This is really important when the gov fails! (To flat, causes rpm over speed… controlling rpm with mp, the engine can be woefully underpowered. ) if I use (in the O…) 2500rpm instead of 2700rpm, my take off distance increases from 800’ to 1200’, when lightly loaded. A 50% increase. 18) Vy, like best glide, is weight dependent… 10kias faster when near MGTW, than very light…. PP thoughts only, not a mechanic, or CFI … stuff I picked up over the years… Best regards, -a-

The hinges are at the top and the control links are at the bottom, so you cannot turn them over.

First power up of the new panel. Still about a month from flying.

Holding my breath that all this comes to pass. I'm in for helping get any kind of approval for the short bodies If they are willing and want resume from me to help move it along with my short body - I can supply both

Just checked back with Duncan - no roll servo mod required on the short body Mooneys however there is a pitch servo install mod required - waiting for approval from them to share details

That’s more like it! I think it is the cumulative effect of many small things. It’s light (1681lbs). With me and half tanks I’m ~650lbs under gross. The engine runs very strong. It will indicate well into the yellow arc (152kts) down low. It still has the factory rigging. It was a dealer demonstrator for the first 100hrs of its life. I wonder if extra care was taken to maximize performance. Factory paint is not the best, but it flies so well, I’m half afraid to mess with anything. I’ve been too swamped to do any flight testing. Hopefully next week. Curious to see the extra 60rpm affect climb noticeably

I tried it again today using 100mph initially and slowing to 95mph by 10,000’. It was 2c for a DA of ~800’ at takeoff, weight was 2200lbs, ram on at ~1000’. Average to 10k (2,000-10,000’) was 955fpm. Average all the way to 12k was 875fpm. Looking through my poh, I averaged their climb numbers from 2-10k at 2300lbs and get 922fpm. I slightly beat that but I’m 100lbs lighter and a little cooler temp. I’m pretty darn close to book. I did see ~1250fpm initially. CHTs weren’t a problem on the cold day - All ~350, but deck angle makes clearing difficult. Your airplane seems to be a solid climber based on your data. It beats book numbers pretty well. Based on poh, SL to 10k should be an average of about 990fpm.

@Zippy_Bird I just went through this whole process for my 1965 C's shotgun panel which was 14 degrees. You can e-mail support@mooney.com and provide your s/n 1285 & N9353M and ask for the panel tilt angle(s). Mr. Crawford will more than likely include an attachment of 2 blueprint type drawings for your plane. I suspect it will be for 14 degrees as well. The shop installing your instrument should know how to measure your panel tilt angle with the aircraft sitting on the ground. If not, they'll put it up on jacks to the aircraft's zero degree pitch AND roll angle and then measure the tilt angle for the lower portion of the panel. Your digital instrument should have a range of acceptable panel tilt angles. If for example the range is a maximum of 10 degrees and your lower panel being 14 degrees, then a 4 degree wedge will be placed between the back of the panel and the instrument bringing it into compliance. Hope this helps. I am not an avionics installer or A&P/IA. I elected to pull my entire left & right panel and install a custom panel set at 8 degrees. I had a new attitude indicator built to 8 degrees and put in a used turn coordinator that was calibrated to zero degrees and used an 8 degree wedge. Work should be complete in April. Best of luck, C.J.

I bought an Ovation 3 to finish my ppl and get my instrument rating, I had about 10 or so hours when I purchased. It is not the most common path but it’s absolutely possible and I do not regret the decision. Year one insurance was about 40% more than I pay now, but not as much as renting a plane, and my reasoning was that I would be establishing habits and routines in the plane I planned to fly. It definitely took a lot more time with an instructor than a Cessna would take to be comfortable flying alone, but being that my plan was to go directly into instrument training, I was going to be spending time with an instructor anyway. I ended up flying with one for close to 100 hours as I was also transitioning to the Mooney. My instructor had no Mooney experience prior to me. In retrospect, I would find a mooney specific instructor if I had to do it again. (I was not aware of Mooney space yet) As long as you are committed to flying frequently , and understand that an advanced airplane as a trainer will take more time, go for it. I’m not the only one here that did it this way, and the others who have opined, are pleased with their decision as well. Also, contrary to a lot of opinions of those who did it the traditional method, I didn’t bend or break anything on my plane during training. Go Mooney!!

Buy a Bravo.

If it's not a career path, just do things at your own pace and enjoy the ride. A day in a 1970 Cherokee puttering along at 100 kts is still far better than being stuck on the ground in the office

To give credit to @Skates97 I think buying the nicest regularly flying one you can find is the best airplane buying advice you are ever going to get! 1) Nicest: Buy with what you want already in the plane. Yes, there'll be some compromise but outfitting with new avionics, or new paint, or even new interior is going to be very costly. Money spent will only return 50 cents on the dollar when you sell, and the downtime is often longer than expected/quoted. 2) Regularly flying: IMHO, this is the most important and key to having a minimal number of post purchase issues. A plane that is regularly flying and seeing 100 hours a year is very likely going to have a high dispatch rate with systems that are working properly. As a first time buyer don't buy a hangar queen for a 'good price' and think you can 'get it running like a top' with just a little TLC! Enjoy the journey!

Yeah, once I get measurements and dimension worked out, I may fabricate something more finished looking and see what it would cost to produce them en masse. There's probably a decent sized market for a $500 powered tow bar, especially if I can make it fold so it's easy to take with you. Sent from my Pixel 6a using Tapatalk

There are two things I take away from Don‘s recent experience on the forum. First, the younger generation of pilots has spent a lot of time on social media such as Twitter, where the tone is very different from what we are used to here. Second, as an older pilot (flying for 45 years and counting) a lot of advice I give is ignored. Some folks have to learn it on their own and for themselves. I get used to it and don’t take it personally.

Had filed IFR for flight between Lake City and Fernandina due to bad weather with thunderstorms along the way. Turns out I ended up in a valley of VFR where it was quite smooth. Had a really nice surprise when I heard a friend who is a controller with Jax Center on the air who then gave me my clearance. Upon arrival at destination found myself a bit fast and a touch high turning base to final so decided to use a slip to lose altitude rather than speed brakes. Fun flight!

@Fly_M20R, nice video, I like the editing. Very true, and useful for us short body Mooneys. Enroute to Osh we did just that at Ogden (KOGD). Coming in from the southwest we were almost on a 29nm straight in for runway 03. The winds were variable and they were advertising 17 on the ATIS. As we approached there were a number of planes shooting practice approaches to 17 so I didn’t bother asking for something different. Besides, it would let me enter a regular pattern and put us right near the FBO. Tower instructed us to report entering a right downwind for 17 so we continued on, staring at the long stretch of 03 out in front of us. Just under 2 miles from the end of 03, at 5,400’ MSL (KOGD sits at 4,473’) and slowing down to make a left turn onto the downwind tower called up. Tower: “Mooney 1015 Echo, winds are calm, do you want runway three?” Me: (After a quick glance at my location and the 8,000’+ length of 03) “Sure, we can do whatever is easiest for you.” Tower: “Mooney 1015 Echo, runway three, cleared to land.” Me: “Runway three, cleared to land, 15 Echo.” I am sure that he figured it was easier for me to come straight in and it also kept me out of the area that he had two guys on practice approaches. I pulled the power, slowed to 120 mph, threw out the gear, put the left rudder to the floor, and began an elevator ride down in a full sideslip. The VSI was pegged but Flight Aware showed my last two hits at 1,273 fpm and 1,676 fpm. With 8,170’ of runway to work with I wasn’t concerned, and we touched down about halfway down and rolled out to the end. I didn't have my cameras going but my wife took this on her phone.

Again I post, Harry video of him rolling out to parking, just after setting the Guinness World Record on his 100th birthday! Whoops! My video file too large for MS. So, here’s a still of Harry stepping out of 88R after the record setting flight on his 100th birthday. Quite special!!

That's where the Long Range Tanks can help pay for themselves.

Thanks, Sue. Sometimes the responses to my posts are so frustrating, I wonder why I stick around. I've specialized in teaching extensively over the past 30 years (CFI and CFII in 2/1994) in every model Mooney except the D and G of which there were so few. I've done the work over 22 years to earn the designation "Master Flight Instructor" 11 times (needs to be renewed ever 2 years). With a degree in Electrical Engineer and working quite a few years as a display engineer, I spent several months extensively researching the market before I did my upgrade. I've read all the manuals a number of times on not only my equipment, but those of many of my students. My experience says that many people spend over $100,000 on their upgrade and never read a manual. I guess that keeps me in business. I've flown most of the equipment available today (still like mine the best). So I cringe at some of the feedback I get. I think some people out there just don't know what they don't know. So I go back to saying it's very frustrating trying to move immovable people to another position.