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There are some Mooney CB's who spent several hundred dollars on a sticker saying that it is OK to put paint stripper (aka G100UL) in their tanks

I agree completely about everything stated here except the sticker. Those are only meant for Beechcraft. They know there’s no way a Mooney CB would blow $4 on a sticker!!!

My door has opened twice, both times at much lower speeds--once just as I leveled off and began to accelerate, and once in the initial climb (~100 mph) with wide open throttle. In both cases, the door swung open just enough to leave about a 2" gap and could not be pulled closed--and I couldn't push it any further open in the climb. No way would it open 3', that's almost fully open. As for violently oscillating open and closed, what would force the door forward into a 175 mph airstream? My strong right arm couldn't push my door open into a 100 mph airstream. I'm baffled by your description. How did you get near stall? How did you almost lose control?

Your experience bears absolutely no resemblance to my experience when intentionally opened the door in flight to retrieve a seatbelt tail, but then I was much slower. In the summer, I frequently open the door right after touchdown with none of the violent oscillations you describe. How does a door swing open 2-3 feet into a 175mph slipstream? Seems like that defies physics. And then there’s the “drag and partial stall”…none of this seems plausible.

Tint works on the back windows, but the other windows are compound curves and I haven’t found a tint that would work, one of them could bend as aggressively. Exposure at higher altitudes, the atmosphere is thinner, which means less UV radiation is absorbed. For every 1,000 feet increase in elevation, UV exposure can increase by approximately 6% to 10%. This means that at 6,000 feet, UV exposure can be about 36% higher than at sea level, and at 9,000 feet, it can be around 42% higher

More things to break, more things to make, more things to sell.

Basically whenever it was 30s or cooler at night. Obviously that’s a little above where you have to, but it’s nice to have everything around 80 to start. I’ve gone a few times when it was single digits for a high and negative the night before. Even the space heater/dryer vent shoved in the cowl flap worked well after several hours.

It all comes out to one word---LIABILITY and who assumes it when installed on a certified airplane Go "Experimental" and the owner/builder now assumes the liability in TOTAL for everything. All "chain of traceability" for a certified part is lost once "experimental" is used on it.

My understanding is that all of the uv filtration efficacy is based on sea level? And even the it only filters about 80%, which decreases dramatically as the altitude increases. uv protection also protects against yellowing and crazing. point was that the addition to the plexiglass is minimal. Why not be standard? I know a lot of old airline pilots that have skin cancer issues and it’s all on their face. could be anecdotal.

But the point I think is that when this prop was sold it was not cheaper, for experimental use only. I think when Hartzell sells this prop they say "Give me the money. Here is the prop. BTW, what airplane are you hanging this on so we can give you the correct STC for it? Oh, it's experimental, so you don't need an STC? Good luck then." My understanding is that the issue is that it was used on an experimental plane, so it might have been touched by the unholy hands of a non-A&P. Thus it has been forever desecrated.

plexi also blocks most uv. purchased a pair prescription Aviator eye glasses with those nice transition lenses, figured they'd be great for flying except they would never darken in the plane. outside, immediate -- great, inside, nada. eye doctor explained it's the windows blocking the uv and also he wasn't gonna give me my money back

They are Stretched Acrylic (Plexiglass).

Thanks, I have never been called rare before. I normally in the mid-teens, so I hate to make a stop. After I descend 10,000 feet, I am at the altitudes most GA flies.

I’d pull the inside side panels and check the windows for leaks. If they leak, water runs down between the skins and the trim panels into the belly. That’s how the tubular structures rust because the water doesn’t show inside. Pilot’s window is the first thing to check.

The best $4 you will ever spend on a Mooney is this: https://www.aircraftspruce.com/catalog/cspages/warningonlythepilotplacard.php?clickkey=6452 If (1) the Pilot in Command takes complete responsibility for closing the door and then (2) hits it a couple times to make sure it is secure you won't have a door open in flight. It's when people in the passenger's seat., whether they have a pilot's license or not, "close" the door that most of these incidents happen. The other times are when the pilot in command thinks they have secured the door but haven't tested it with a firm hit or two.

I just go ahold of him. He did clear up that on the pallet that just shipped to me, I have two bottoms and a single back rest. In his comment they have to be somewhere. He didn't remove them his helper did and put them in bags when he opened a single back was missing. He's not sure if it was there to begin with. He's apparently where I bought the plane for a funeral he's going to meet with previous owner family and look through old hanger. As he said, it has to be somewhere we just have to find it... At least it's only a single backrest now. Plane was bought in Redlands CA, worked on in sandpoint Idaho.

Agree.

That was done about a year ago but I think they ended up costing around $125ish each. Minimun buy was around $2K. There's a thread on MS somewhere.

I had a very unpleasant experience at 25k with a mask. Would not do things the same way again if I ever even went that high in the Mooney. On the off chance I did want to go that high, I would have an extra mask rigged and ready, and I would be with another person. These days I occasionally may venture out to 21 for a nice tailwind, but the climb and small differences for anything over 19k are usually not worth the time to climb or the fuel. Look at your planning in ForeFlight. Often the gain is minutes and the fuel consumption is higher. Point is that it is seldom worth the risk to go that high. Tailwinds seldom justify the altitude, and there is no terrain in the US that would push you that high. The acclaims sweet spot is really 16-19k.

Mike, You’re 100% right on this. No special tooling or jig required for the wing inspection. Strange that the AD in 1986 has language pertaining to a wooden empennage that was banned in 1967. Thanks for setting me straight!

The 2-3 ft swing out at 175 mph was probably pilot's perception under rather unusual circumstances. I tried to open cabing door in flight once at much slower speed to retrieve a seatbelt and was not able to get more than few inches (of course, I was not able to close the door either). Our minds tend to play tricks on us under stress .

Thirty-five years ago I was an engineering manager at a telecom equipment manufacturer. The CEO decided to fire the VP of Manufacturing and gave the job to the VP of Engineering - my boss. In turn, my boss anointed me warehouse supervisor. Some weeks earlier, I had ordered a birthday present for my wife and had it sent to the company so she wouldn't know about it. UPS said it was delivered, but the warehouse crew swore they never received it. Now, I was suddenly and unexpectedly their boss. I got everyone together on the warehouse floor and said that the first order of business was to find my wife's birthday present. After the shock wore off, it only took fifteen minutes to find it where it had fallen behind some other boxes.

It seems strange that all four tanks would run dry at the same time. Maybe his AUX tanks were empty when he took off. Both engines will rarely run out at the same time. He was never more that about 20 miles from the airport. If he ran one side dry, he could cross feed or fly on one engine. He would only need a couple of minutes. If he did have one side on cross feed, he could have had both quit at the same time. The NTSB is saying fuel starvation, not fuel exhaustion. That suggests the pilot didn’t know how to work the fuel system.

Yes, cynical me says they weren't "lost".

It’s always interesting to hear how a pilot was a hero for avoiding someone, or why did he land on a car, it’s like listening to a small child try to explain something well beyond their grasp. He didn’t PLAN on hitting the car or PLAN on avoiding the car, his functioning IQ was probably cut in half when whatever happened to that plane happened, he was simply trying to go to the best spot he could see (in low light) in what little time he had, good chance he didn’t hit his target point anyway, presuming his target point didn’t change or was as he saw it first, which it probably wasn’t. Guy got dealt a bad hand, this just as easily could have been one of the ones where there was zero damage because it was in the day and early and the same people would be like “gee that’s a nice landing” There is only so much you have control of in life. Time will tell the cause of the issues on that plane

One engine only bent the single blade pointing at the ground (left side?) backwards, while all three blades on the other side bent backwards. In gear up landings with power, the blade tips bend forward. So dual engine failure. No mention was made of fuel, only that the plane went down after about an hour's worth of local area flying.

for those having a hard time, keeping up, there are plenty of motor repair facilities that can service a Dukes motor. The weak point in the actuator has also been addressed with the pending batch of gears to be manufactured and sold to service the fleet, keeping your eyes on eBay can result in a good bargain regarding actuator components. Contrary to popular belief, the J bar system is not infallible. Wear to the bar, handle, and lock points in the up and down block as well as physical demands to raise gear are an issue in the real world. Gear ups occur with improper seating of the bar into the down lock, and as a result of down lock failure due to wear resulting in the J bar not properly latching down and releasing with a fold up of the gear. Gear failures, whether Johnson bar or electric are likely to total an aircraft if not adequately insured.

I'm adding all the photos they send me to this album: https://photos.app.goo.gl/jnrkLwoWASCpGu4M7

Mine was approved based on the STC PMA for the PA32, which has the Lycoming IO540 engine that we know has similarities to the IO360, despite 2 extra cylinders. The standby alternator is the BC410. https://bandc.com/product/bc410-standby-alternator-system-for-piper-pa32-cherokee-six-lance-and-saratoga-stc-pma/#controller-regulator Although there is a different approval process on my side of the world, I hope this helps and yours will be as seamless.

Back in picture 1 and 2, there appear to be missing screws along top of left baffles and it appears the top plate might be lifting. There is a good amount of pressure up there and it can open pretty big leak. This may not show up when doing flashlight test.

Spiraling out of the sky is great and all if you happen to be above an airport. I will get started down and towards the closest airport... If I cant get down before I make it to that airport, I can spiral down once I am above it. If it is a bit further away, I will make my decent rate such that I get to the airport as I reach pattern altitude... If I need to carry power to keep my speed up, so be it. Obviously if you are on fire and it is growing rapidly well, any ground is preferable. I am tossing my Ipad out the door if it catches fire... Id rather burn my hand than be in the cockpit with a lithium battery fire while trying to do an emergency decent . No way I am tossing it into the back seat. If I can do that, I can open the door and slide it out. Bare in mind, unless you are charging it... it is not likely to break out into flames immediately... More than likely you will see it begin to smoke before there are flames. That's when Ill be setting it free!

Like people drinking.

Can make sense with jet stream on your tail, portable O2, WOT, best power mixture, about 100 dF rich, RPM 2400 -2500, jet stream in winter can be 100kt in the mid teens