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Fit check successful. Sent from my iPhone using Tapatalk

Took the paper and tape off after work. Ta-da!

5 days later still no pics = fake news

OK I finally get it. Ovations and poor man's Ovations ie The Eagle are freaking fast. Picked it up yesterday flew 800 miles home in 4 and half hours. Made it south across East Texas in an hour. Mooney Zoom. Oh there is a F model with Dynon Skyview for sale.

Missile conversion

That's an amazingly generous offer @DCarlton. Good on you!!!

We just removed the fuel cap flanges on my ‘67F to install bladders. They come with new fuel caps. If they are the same part, you can have them for the cost of shipping. If interested I’ll make some pics. I’ll need to make certain we won’t need the parts.

I’m redoing my panel right now and had him do all the switches. He is a great guy and does fantastic work! Priced very reasonable too. cheers, Dan

First, THANK YOU for the dedicated M20K section. But, on the main listing of sections, there is extra space between the M20K listing and the Mooney Caravan listing. Not a major issue, but it looks wierd.

So this is only maybe sort of related to aviation and if everyone wants to yell at me to take it down, I will. The aviation part, I fly cats for Pilots-N-Paws with my co-pilot, GJ the Adventure Kitty, he's a good Pilot Monitoring. They do surprisingly well, I've had them as high as 9500' and they were still awake and alert. The only time I've had any complaints from them is during a descent that's too fast, if I keep it at 400FPM or less, they do really well. Now, the cat part... Flying cats around and seeing all the feral cats around my area motivated me to start my own nonprofit to spay and release stray and feral cats to help cut down on the population last month. In the last 3 weeks, we've done 20 cats, mostly out of my own pocket, and I've raised enough money to do another 14 next week from some very generous people, some of them fellow Mooney pilots. I recently managed to convince a local business to hook me up with a Stihl MS251 Wood Boss Chainsaw to raffle off so, if you're interested in winning a nice chainsaw, you can get tickets here - https://bcrt.betterworld.org/giveaways/sstihl-ms-251-chainsaw. It's all virtual and if someone not close to me wins, I'll ship you the saw, or fly it to you. If you've got any interest in learning more about what I'm doing, you can check it out on Facebook (https://www.facebook.com/profile.php?id=61573024811324) or https://banderacatrescue.org. There's a lot more information on the FB page. Sorry to SPAM but, it's a chance to get a nice saw for free and help out a good cause and fellow Mooney guy.

I did one of these on my C model. I located a nutplate with the screw, drilled from the bottom up, countersunk the hole through both of the layers, then riveted it in. I didn't take anything apart.

I always flew my cats like you do. On my lap. If they get bored they curl up in the copilots wheel well. I think they are calm because the whole plane is purring.

Wait until the next oil change. It's a miserable job. I'd get your A&P to do it if you're not a masochist. Here's a vid getting it out on a Mooney. As previously noted, take the cap off first and then pull the screen out with a finger, otherwise there's not enough room to get it out on a Mooney. In this vid it has a pre-heater, normally there's just a cap with a crush washer. Immediately after this post is a vid showing reinstallation. Safety wiring it is pain but the long wire twister tool makes it a bit easier. I don't take the suction screen out unless there's a good reason to, since it is such a pita. The videos are on page 3 of this thread. That sounds like a reasonable theory, and a good reason to just monitor it to see whether it gets worse or better. If the rings are just wearing in it might stop, and if you have good compression then it's not an issue. If the wrong rings were installed for a chrome cylinder it might continue or compression might suffer. Regardless, there's no reason to take things apart at this point, so just keep running it and keep an eye on things.

This was already a topic on Monday

At first I wondered why an heir to the Wasabröd fortune would be flying a 2005 Ovation or why the higher cost to fly in Europe would really matter to him - why wasn't he flying a pressurized turboprop or Visionjet? But digging deeper I see he filed for bankruptcy in 2009, served time in prison for corporate copyright infringement, financed ultra right wing efforts, was a Holocaust denier on Facebook and was still pursued by Sweden for about $13 million in unpaid debts. He lived in Switzerland to try to shield himself.

I may have time to check the parts manual tomorrow too. Theres a chance it’s the same part. BTW, before I reconditioned my fuel caps I used to cover them with masking tape prior to any major rainy periods.

Yes! That sounds great, I'll look up the catalog for your F to compare part numbers and PM you. Thank you!

Yes, water sounds and flows differently, it doesn't evaporate quickly, plus it's literally a different color. I knew something was wrong before the sample even finished filling. It's almost like I was trained on how to check for water in the fuel tanks. Here's a video from 4 years ago of the plane in the same carpeted hangar that it came out of last month when I bought it. It's been there a lot longer. You guys don't have the whole story, so you fill in the gaps with worst case scenario stuff. If it's genuine concern, I appreciate that, but I hope you can appreciate that you're missing a ton of information that I have. I didn't come here to open an investigation into the history of my aircraft, I've already done my due diligence. It's honestly kind of amazing the conclusions you two are coming to with so little info. It's a local plane. Its prior field (PVF) is 20 minutes from me. I've spoken with numerous people on that field including the reputable mechanics that worked on the plane for years, Hangtown Aviation. I got my Mooney transition training from a fellow Mooney owner and CFI that has a hanger across the aisle from where this aircraft was stored. The previous owner was not an "open checkbook" kind of guy, but did take care of the plane, and kept very good records. For example, from the day he purchased it in 1996, I have a "flight log" of every flight he made since then. He basically doubled his logbook workload to create a separate log for the aircraft which included the route, times, and notes, and maintenance intervals. I have a large box full of records that came with the plane. It was not a ramp rat sitting in the corner for years as you two seem to think. I don't think he did much if any flying in rain, and in the last few years only flew with a safety pilot. My best guess on the filler neck corrosion was that it's been there for a long time he deemed replacement unnecessary for that reason. The door and baggage seals let some drips through but I found no evidence of corrosion or standing water inside when we stripped the interior. I did have a good prebuy done and was there for a chunk of it to inspect myself. I have talked to them and they are going to make it right for missing the filler neck pitting. Maybe, if you're just trying to "help me out", stick to advice on the current situation instead of making up stories about the history of the aircraft? What's the point of that anyways, you think I'm going to return the aircraft? Get a "post-buy" because a couple guys flipped out over a disconnected nav antenna? How does your opinion of the paint job that you've never seen matter? Come on now. In the last 18 months it's had 3 annuals and at least one prebuy. I think I will survive. If I don't, you can say I told you so here in this thread. I have a good relationship with my local mechanics and I take what I discover to them for advice, not just y'all. This forum is supposed to be informational and enjoyable. Let's keep it that way.

Va is the speed where the airplane should stall before it breaks.

That was the reason for my cylinder replacement. The OCR broke and scored the cylinder wall. It didn’t look terrible at a glance, but it was beyond honing. It turns out that my new cylinder is only 85 hours in (thought it was closer to 150, but I checked the log yesterday). It’s an overhauled chrome cylinder, which isn’t what I wanted - but was what the shop could get without waiting weeks or months for a new Lycoming cylinder. Talking to the shop that did the cylinder today, they said that the chrome cylinder does have cast iron rings, so it’s possible that that’s the source of the metal. I don’t want to do anything unnecessarily invasive to the engine, but I don’t want to do something stupid either. If there’s a reasonable chance that this is related to the 85-hour replacement cylinder, it would be good to know that. (This filter would have been used from ~35-85 hours on that cylinder fwiw.)

I use a local trophy store for labels. I send them a PDF of what I want and they print it on aluminum, cut to size. I believe I pay about $5.00 per label. Lee

Hey, go all out for $15

https://engravers.net/acproducts.html

Just finished annual and flew her home. It's was just under two weeks, and I didn't quite forget how to fly. The weather was gorgeous, mid 70s, clear skies until I took off; that haze was surprising after the clear winter days, and surprisingly low as i flew 20-odd miles home at 3000 msl, right in the brown yuck. And who doesn't like a video? My wife did this on my first takeoff, around the pattern and down, to make sure everything works right. Check out those fast gear moving up!

Thanks most of the wear is typically on the link. The bushings usually don't wear too much. I'll let you know if I need them. I haven't taken the nose gear off yet.

I have 2 GPS’s and an iPhone. If all else fails I have one of the last additions of the AirChart’s atlas’s in the back.

https://en.wikipedia.org/wiki/Carl_Lundström

I would drill out the rivets holding that center bracket in place, remove the bracket, replace the nut plates and replace them then rivet it back in. I would probably make a new bracket without the antenna hole in it.

That looks like good progress!

Occupational Health and Safety Professional for over 40 years here. That is not "his" idea. It comes from research done in the 1930s. by a guy named Heinrich. He studied a bunch of similar mishaps (we don't call accidents) and came up with the Heinrich triangle, where there is a ratio of 300 to 29 to 1. That is 300 near misses or minor injuries to 29 serious injuries to 1 major injury or death of similar mishaps. And that, as you mentioned, fixing the near misses or minor injuries tends to prevent the serious and major injuries. The problem is, getting people to report those minor mishaps. This is why most professionals are against safety incentive programs. That is, if we don't have any mishaps, people get a bonus or such. This just makes people hide the minor mishaps to not screw up the bonus, and the first time you find out there my be an issue is with a serious or major mishap. Sort of the idea behind the ASRS system. In general, most mishaps are caused by the unsafe acts of the people involved. From willfully violating safety protocols to "hey, watch this" situations. About 85% are from this. about 10 - 15% are unsafe conditions. That could be something broke or something was setup wrong. Only about 1 - 1.5% of mishaps are truly accidents (why we call them mishaps). And those are the ones you can't do anything about. In the class of acts of God.

Yes. FYI for others, he is talking about Formula One AIR racers. Not F1 cars. How to go over 200 MPH on an O-200 https://en.wikipedia.org/wiki/Formula_One_Air_Racing

Not trying to disparage you in anyway. You are probably in the top 3 Money instructors in the country in my mind. The comment wasn't meant to be pointed at you specifically. Only trying in jest to make a point about landing speeds. I can short field mine all day long inside 1200 feet but do have to lay on the brakes to do it (about 2700 hrs in this Mooney). My mentor was in the right seat of a Navajo saying what I quoted when I took over the job many years ago. I taught the same even in Boeings. I dont know what kind of runways you use (short-long) but here in SGU (3000' alt and hot) I can land and have to add power to make the mid field turn off (@4600') but in a D model. Even in my Twin Comanche I had to add power to make the mid turn off. and that was 70 over the fence also. We sit and watch landings by our hangars here and 3 out of 4 Mooneys are 80+ over the numbers and PIO down the runway for 2000 feet. It happens every day as do the Cirrus drivers. Same problem different airframe.

If you haven't removed a suction filter before here is the secret- It is in 2 pieces, the cap and the screen tube You can't get the entire thing to come out or go in together in 1 piece Remove the cap from the tube and then the tube will have room to come out of its hole. Make sure you check this screen Now the hard part is to resafety wire the cap When you go to remove it- CUT THE WIRE OFF ------DON'T TRY TO TWIST IT TO BREAK IT All you will do is pull the hole out on the crankcase instead of breaking the safety wire.

When mine was making metal I talked to both the local Lycoming rep and the rep from AES, the shop that had done an IRAN on my motor about 100 hours or so previous with the previous owner. Both were very consistent in stating, "Keep running it, keep an eye on it." That's basically the conclusion from the Lycoming SB for cases that don't quite rise to the level of specific advice. People are sometimes shocked that you can have up to 1/4 teaspoon of metal and not really need to do anything. Apparently the number of cases that self-clearance or just don't present much risk until the failing part is obvious is pretty high, so unless it's making the significant amounts of metal quantified in the SB, you're better off to just keep running it and keep an eye on it. Spalling lifters and cams generally present a very slow, soft failure of just slowly diminishing performance. There are some minimally invasive techniques to check for worn cams by checking valve lift, so if you start to get diminished performance that's a good thing to check. As others have mentioned, checking the oil suction screen (which is separate from the pressure filter) is not a bad idea since it'll catch the really big chunks and will let you know if there's a bearing disintegrating or something. Often that's accompanied by flakes in the filter, which you're not seeing, but it may still be worth checking. If the amount of metal in the filter increases in subsequent oil changes, then further action may be warranted.

I'm on a 2701' runway (2501' because of displaced threshold on runway 28) at 1602' elevation and in my Rocket if I want to roll down to the end I barely use the brakes at all. The airport is usually very un-busy, so I don't mind rolling down a little farther and taxiing back to the mid-field turnoff. Sometimes I try to make the taxiway (1,250 from one end, 1050 from the other) and if I do that I'm burning up the brakes. And tires.

I concur, I have used both. Spirit is out in the nice suburbs, Cahokia is in a bad part of town, but it is close to downtown. I was heading to NY a few years ago and spent the night at Spirit. The next morning I asked approach if I could get a tour of Downtown. Their replay was "I need you to say you won't fly under the Arch". I said "Affirmative, I will not". They said they needed a readback. I said "I will not fly under the Arch". They then gave me an awesome tour of St Louis at 1000 AGL, right next to the Arch.

Again, based on your findings, it sounds like you are at the beginning of your maintenance journey. must have been some hangar! id strongly recommend you check all the controls and surfaces for proper assembly. What you found suggests those connections have not been assembled properly since it was painted. And nobody bothered to check. get someone to look at this airplane VERY closely.

Isn’t that the new 2 1/2 blade STC for those that can’t decide between 2 and 3 blades? I understand they’re not quite as smooth, however

Congrats on the step up! East Texas is a big place to cross. Enjoy learning your new ride, and fly safe. P.S.--pictures, @Yetti, or it didn't happen.

Thank you, John! I have found a seat from M20G, it did fit my seat just fine.

No turbo is going to do well at 12K, but bring it up to the upper teens and you’ll see that performance at either 13 GPH ROP or LOP at lower FF. Sent from my iPhone using Tapatalk

I’m too poor. Along the same lines why would you spend $1M for a Cirrus when a 200K Bravo is faster? Dass a lot o’AVGAS!

How dare you sully the Bravo forums with your mid-body talk.

Thanks for posting this, I'm going to go cry myself to sleep now.

Frank. Looks like a lovely J. The market has not crashed but rather taken a breath. Many buyers on the sideline waiting for the new administration to bring back 100% bonus depreciation.

https://www.independent.co.uk/news/world/europe/pirate-bay-carl-lundstrom-dead-plane-crash-b2714284.html According to this, him and his Piper Mooney Ovation crashed. Lundstrom, who was also a member of the far-right Alternative for Sweden party, was travelling from the Croatian capital of Zagreb to Zurich in Switzerland when his plane crashed. The 64-year-old businessman was flying his Piper Mooney Ovation M20R, the party said, confirming reports of his death in a Facebook post on Tuesday. Lundstrom was alone in the plane, they added. The propeller plane split into two after crashing into a wooden cabin in the Velika Planina mountain in the north of Slovenia on Monday. Bad weather prevented rescue teams from discovering the body and parts of the plane inside the cabin until Tuesday, AFP reported. ... The plane likely crashed due to spatial disorientation in bad weather, local media website 24.ur reported. It added that the aircraft started spiralling downward from the altitude of 2.5km.

I had an injector clog at full throttle just after takeoff and I thought the engine was going to come off the airplane it shook so hard. Four-cylinder motors aren't happy when a cylinder stops making power but still has full compression. I had to keep it at full throttle to maintain about 100 fpm climb to get around the pattern and land, so it did that for a lot more than a few seconds. I've put over 900 hours on it since then.