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I think @PT20J posted a specific link as well, but something like this: https://www.walmart.com/ip/3M-Clear-Repair-Tape-1-88-inches-x-20-yards-1-Roll/462161976?wmlspartner=wlpa&selectedSellerId=101281679 I went to Grainger to get it but probably any hardware store will have something comparable. Gorilla brand makes a similar tape. There is regular and "heavy duty". I'm unsure of the exact difference but probably thickness or tear strength, so I would think either is good for this application.

I would have someone listen to the motor speed when operating the trim system on the ground. If the motor is slowing down I would expect a increased load on the servo. If the load is too much eventually the slip clutch would start to slip. When was the last time the trim controls were inspected and lubed? Running trim by hand do you notice a area where there is increased friction? The servo would have to work against the increased load when using MET (manual electric trim). We have seen several Mooney's where there was excess friction causing the trim drive to slow when using MET. Cleaning and proper lubrication of moving parts tends to resolve this issue. If the motor speed doesn't slow I would expect a problem with the slip clutch assembly. I can tell you what the slip clutch torque limit should be if I have the model and SN of the aircraft. There is a slight possibility that there is a issue with the voltage regulator in the trim servo. Normally if the voltage regulator is soft the trim servo drive is very slow or INOP.

I also keep tape and 2 1/2" cardboard squares with me that I tape over the dials when parked in the sun to prevent the black face from bleaching.

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

That’s the screen I used in the 63C

The PN is 10543 on both, and the Lasar part is nearly 3x the cost of the AS part, so that's probably right.

Aspen avionics displays have a similar restriction. The documentation says it can't be installed 'used' in another aircraft without being returned to the factory.

Just saw this thread for the first time today. I'm a year and a half late to the party, but here's mine.

I just went through something similar this past summer prior to annual. I had two oil analyses come back with elevated iron and aluminum, with some flecks of metal picked up in the screen (I had the original screen at the time not a filter). With aluminum in the mix, I was pretty sure it was a piston pin plug which is apparently a fairly common issue. I got great advice from the very helpful Lycoming tech support line, and as others have said they did not recommend jumping to replacing parts or pulling a cylinder. I did send the metal for analysis and then discussed the results with Lycoming again, confirming my hypothesis that the aluminum could have come from the piston pin plug. Once in the ship, my mechanic scoped all the cylinders and we found the telltale "skid mark" pattern from a bad He was 50/50 on whether or not we needed to pull the cylinder right away, we agreed in the end to pull it while in annual and send for repair. The pin was visibly worn and the hole was slightly wallowed. The cylinder shop was fortunately able to repair the cylinder and piston for a very reasonable price, which made me happy we did the work now before it got worse. My next oil analysis was much better, with out the dreaded phone call from Blackstone that they do when your results spike. With 2.5 years of Mooney ownership under my belt I'm finally getting into the groove of being a maintenance manager. We also put in a proper oil filter while the plane was down.

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Thank you

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.

True. I can barely hear the chainsaw during takeoff. I keed.. I keed....

Matt at Engravers.net quoted me $10. Told him to proceed. It will meet or exceed my specs.

Well done mate!

True! Looking at the FlySto data provided by ASN, Speed and altitude remained stable until entering the right hand spiral/ turn, so no icing as root cause seems unlikely. Altitude was FL95, which may indicate VFR flight (maybe). On that day, weather conditions south of the Alps were unfavorable: QNH Milano 1009, QNH Zürich 1000 -> Föhn winds from south, Mountain waves over the Alps (I saw the Lenticularis clouds while skiing in Engelberg/Titlis, Switzerland), Cloud accumulation on the southern side of the Alps. Although the Slowenian “Karawanken” mountains are located further south/east of the main Alpine ridge, weather conditions there were likely unfavorable as well. All of this, of course, hypothetical ..

Start with the easy stuff. When was your trim system lubed? Starting with the trim wheel chain, to the jack screw and including all the u joints in between.

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!

My mechanic repaired the split with red RTV. It has held up well.

The conversion is subject to parts availability. the most expensive element is the prop, the second is the nose gear truss and doors, which are not available. the flap gap seals and the cowl vanes are not expensive and available. the last item is the removal of the hinge covers. I think the prop is the bulk of the speed gain, and the others are a benefit in the higher altitudes. I already changed my prop, and am about to paint the plane so I installed rhe items available. It was more advantageous financially bc of everything I’m already doing to the plane. I’ll be able to give a p-rep once the work is done.

Coming up on 77 living the dream. Life’s good.. D

Thanks Scott, much appreciated! I'm down a few times a year visiting my parents (Naples) and in-laws (Venice) and will take you up on that offer next time I'm there. My goal is once I get my instrument rating to fly down to Naples, looks like a great airport to land at especially if you come in over the water.

Here’s a picture of the bracket. The microswitch is mounted to the back of the bracket, and you can see the wheel of the microswitch that rides on the throttle cable in the red circle. There is a second microswitch in the same area that turns on the boost pump at full throttle. Don’t confuse the two. The boost pump switch does NOT ride on the throttle cable. The bracket is located on the bottom right side of the rear of the engine beneath the oil cooler and air ducting.

Rudder Trim has no connection to any autopilot on a Mooney. A Yaw Damper, if installed, would.

I have a spare dial for my J model and the number is 5404S02105.

No paint codes exist. The factory didn't paint the baffles, they're only bare aluminum from the factory. That was done by a prior owner/mechanic.

This is all correct info. I had a buddy that was going to offer me his takeout 55X to replace my 30 w/ alt hold. Servos are the same, so in theory it COULD have been a nice upgrade. It was pulling teeth to even get info from Genesys - I was just looking for a number. I finally go "Plan on at least $5000"... Hard pass.

.. same findings here ..

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.