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Good luck! About 20 years ago, I lost one of my wing gauges. I got a replacement from a Mooney place in Florida for about $50 (which at the time seemed ridiculously high). When it arrived, I saw it was a Rochester gauge. I went to the local Rochester operation here in Dallas. I showed it to the lady at the front desk and told her I wanted to buy another one. In about 5 minutes she returned and gave one to me. She said it wasn't worth having to do up the paperwork to sell it to me. This was pre MS days if my memory serves. I contacted some of the Mooney folks who needed some as well, and put together an order for about 10 or so for various model Mooneys. Back to Rochester, and guess what? This a proprietary product for Mooney and we can not sell them to anyone but Mooney. I fussed and carried on, but to no avail. My advice is that if they do sell them to you, grab up as many as they will let you have.

Started this morning with full group of pilots Our first PPP of 2026. Sent from my iPhone using Tapatalk

I tried Aircraft Spruce, but they got back to me after a day and said they couldn't supply the dials. I next did a Google search for Rochester Sensors distributors, and the first name that came up was John M Ellsworth. I asked them to quote price, delivery and minimum order quantity for a 5404S02105 dial and they promptly responded with $59.55 ea, 4-6 week lead time and no minimum order quantity. They took my order for two with a credit card charge of $146.23 including tax and shipping and emailed an order verification. I'm kind of surprised it was that easy -- we'll see what happens come 4-6 weeks.

The G5s provide no MFD functionality, so the G3X is NOT like a G5.

I guess what I'm trying to say is that I think the statement above reflects the difficulty with getting a solid seal all the way around a Mooney door. But the comparison in 1) prior to inflation and 2) after inflation is what made me decide NOT to go with the Fields seal. If there is THAT big of a difference in when the seal is inflated and when it isn't...that can't be a "pro." i.e. worried about water ingress in the field tied down on the ramp and forgetting to inflate partially or the seal/valve leaking down, or flying in rain and forgetting to pump up all the way or having inflation decrease at altitude, etc. Would be a better comparison to have head to head comparisons of inflated Fields seals, properly applied GeeBee Seal, properly applied Mooney seal. Herein lies the rub...what would the be? dB comparison of dramatically different aircraft?? I think it'd be difficult to get an accurate objective measure of this. My hypothesis is that the difference between an inflated Fields seal isn't that different from another PROPERLY sealing door seal. (is this true??) I suspect the difficulty is in getting a regular seal properly set to seal completely all the way around. My thought is that inflation just allows more "wiggle room" with suboptimal placement coupled with a variable gap that exists in each Mooney door as no two doors fit the exact same.

It’s been signed off. The manual version. It was a year ago. Have since spoken to several iA since as well, none of them would have a problem signing off. you have made it pretty clear you think it’s will damage the airframe. it doesn’t stress my door hinge anywhere near as bad as some others I have tried.

Lots and lots of Mooney’s! Sent from my iPhone using Tapatalk

How time "flys"! Don, I think you are one of the last people I know still flying (other than Jerry Johnson) who was around when I bought my airplane in 1992. We have certainly seen a lot of changes in GA over those years. I still have a lot of good memories, but it is still sad to have to say "goodbye" to new adventures and images seen only by the few of us fortunate enough to inhabit the skys. Unlike many who have commented about giving up instrument flying, I find that it stimulates the brain and helps keep it sharp in other aspects of life. Just last week I had a student, who had just gotten his Instrument Rating, fly up from LA on the way to Top Gun and stopped by San Jose, who wanted me to accompany him to Stockton and work with him later doing actual instrument approaches. The Valley had been socked in for weeks and this day was no exception at 300 and 2. There was still nothing like running an approach and breaking out at near minimums with the bright strobes on and bright runway lights. It was the lowest for the newly minted instrument pilot, and he was thrilled. Certainly, our advanced avionics makes staying ahead of the airplane at an older age a lot easier than 30 years ago when you were lucky if we had a DME. I'm doing my yearly Wings Basic and Advanced tomorrow. I always ask my long time CFI (I've been flying with her for over 20 years so she knows my flying skills) to tell me if she notices any diminution of cognitive ability, but I think I would notice it before she did. I'm going to keep flying as long as I feel safe. I'll make a determination, too, if I'm ever denied insurance. Meanwhile, Don, I'll look forward to seeing you at more Mooney events. Epilogue: The Wings Basic and Advanced went better this year than last. The Soft Field landing might have been the best of the day with the wheels rolling on without the slightest hint of touchdown.

I have decided to call it quits. At 87 years old, no insurance company will offer me a quote, liability or hull coverage, in a Mooney. Worse yet, I have not been flying enough to even begin to justify the costs (as if I ever could). But worst of all, the frequency of my flying does not allow me to remain proficient. I am not likely a danger to myself or others in good VFR conditions, but somewhere, sometime, I know that I would extend a little too far with weather considerations, and I just don't need that risk. My plane is up for sale, I will still be keeping up with Mooneyspace, and all my friends here. I still plan on continuing "Visors By Muncy" and hawking my wares (Visors, cabin light timers, tugs). Don

I tried all three. The Mooney factory seal would not make a complete seal no matter what I did. The GeeBee seal worked great on the baggage door but was so big it bound the hinge on the door and made closing very difficult. the reason the inflated seal and deflated seal are so different is it makes little contact when deflated. the factory seal may work well on some doors, but there is not a whole lot of consistency with door fit, in my experience. the GeeBee seal I tried was his old version, and again it was probably more variance in the door fit than the seal, but the plane I used it on was just not suitable. No matter where I put it, you could see the bulge in the hinge. give my experience before the inflatable, I have always taped my door or used a cover if on a ramp. If you don’t have a hangar, the inflatable may not be for you. If the noise in your plane isn’t bad, it also may not be for you. “You” being a generic reference, not directing “at” you. all I can say is that the noise difference in my application was so dramatic, I don’t want to have anything else. to each their own.

The G3X is like a giant G5. It becomes the primary control head for the GFC, and it’s your PFD/MFD. But it doesn’t have a lot of additional functionality that you don’t already have with the dual G5 setup. You could always go standalone Garmin EIS via the dedicated 7” display or even the GI-275 if you like that functionality. The GI-275 route in particular would require a lot less panel real estate, and would allow a big G3X down the road if you wanted.

Cold today but I just had to get up in the air. Flew over the coast for a little speed run, then headed back to try my second "instrument approach" at my little home airport. I was worried about being "that Cirrus guy" and doing a 10mi straight in approach. When I was about 15 miles out, a Cirrus keyed up and said they were about 10mi out on the GPS approach which gave me a chuckle. So I followed them in.

If I found an F that someone had already upgraded with two G5s, a GTN 750Xi and a GFC 500, I would buy an engine monitor and call it quits. Sure, a G3X is a nicer box (I have one), but the setup you describe is very capable. Realistically, how much money do you want to sink into a 50-year old airplane? Keep in mind that the first year or two of owning a new airplane usually yields a lot of unplanned expenses.

It might come down to how much you want to spend. If you do the g3x, you’ll be installing it as a pfd and eis. I have to think that’s significantly more than a standalone edm900. You get more capability of course (pfd and eis), but at a cost of $$.

Sorry it took so long to answer, I didn't see your post. I had my AF1B done by John Jackson (principal) @ Pacific Continental Engines, as I understand it, 2nd generation shop in Simi, Ca. I am absolutely satisfied w/ engine. I had stopped by one day, and even got to watch him balance the cshaft. Runs like a top, I've got almost 100 hrs on it.

Seal design seal material made to match the door aftermarket seals are not true to original design, faa pma has nothing to do with matching the design . This is why we have two versions based on the gap of the tolerance of the doors . A true inflation door seal sits in a channel and inflate to fill the door gap. if no channel the seal chafe over time and need replacement. When static it returns to the channel and there is a rain seal that keeps water out of the static door. Lancair Columbia Beechcraft I would not want the liability of installing a psi seal on a non psi door . From left to Right side in the picture oem mooney B727 nose gear door seal yes we stock various Boeing seals P seal in 30 durometer, this seal fits for both application cabin and baggage, just reverse the direction of the seal cabin shown and perfect closure and clearance Sold with clear silicone cement, seal sold with ams3301 certificate of conformance We stock tso beech seals mu2 Tbm700 Columbia / Textron as were tso oem mfg . we do custom seals per sample Currently doing PC7 vertical tail seals and canopy seals in custom color charcoal grey. mooney is 1% market

Yes, but .. the certificate or its equivalent is “as required” by FAA. If no certificate is required, then I meet that requirement with a valid driver’s license.. I think? I’ll check the other policy. And Parker is my agent on both, so hopefully he has nothing better to do with his weekend than chime in here

These filings are even more often used as part of the normal process of setting up a business. In this case, there’s nothing being hidden since Montana requires identification of the principals.

You posted that as I was writing. Yep. That language is pretty broad but I can still see a possible issue with no certificate whatsoever being viewed as an “equivalent.” I’m not saying what the answer is, just that I see a question. … and another policy might say something different.

For me, it was the hangar rates, they were steady for years until covid inflation started, 167% rise in 5 years. This year it jumped 75% and they didn’t bother to wait for Jan 1st, it’s a money grab. My annual cost doubled and insurance premiums increased 50%, the hangar was the last straw. Those 3 expenses would be $20k/year, airplane ownership has never made sense, but that’s just insane. I immediately put my plane up for sale when I got the notice, I had enough. And with those annual costs, it definitely doesn’t make sense to buy a less expensive plane, actually the cost of the airplane is the least expensive thing. Hope the new owner enjoys my plane.

It is not an expensive proposition. I would guess it’s less than $1 AMU but I don’t recall the exact price. In my opinion it is a very minimal expense to deal with the angled valves on the Continental engines. There is a special tool required in order to take the pressure off the valve spring while you change the rotocoil. I think the tool is available from Aircraft Spruce for $100 or so.

For ease-of-use, value, quality, company reputation for building a solid product, and overall quality, go with EDM900 any day of the week and twice on Sunday. If you have the panel space and a few extra bucks, the EDM930 is the cat’s meow…essentially the 900 on steroids, with significantly more display real estate. Not to impune the Garmin product in any way, the EDM hardware “does” engine management.

These pictures are terrible but still want to share how picturesque the Smokys are in the winter. Winds kept us low from Gatlinburg to Thomaston (south of Atlanta) yesterday so I flew down the river valley offset from the foothills. I'll work on my photographic technique and get better pictures next time.

Yeah, but the pit is too big.

I like Avocado oil for its high smoke point and neutral flavor.

Mooney PN Dial Face Rochester PN 880024-001 5-1215 5404S01215 880024-003 5-1932 5404S01932 880024-005 5-2105 5404S02105 880024-007 5-02512 5404S02512 880024-009 5-2100 5404S02100

For future reference: dial face 5-1932 (on my M20K) is Rochester 5404 S 01932.

Went to pick my daughter up in Billings, who was visiting friends home from college, and checking in with the FBO folks there. Happy to fly well above the gusty winds across multiple passes along the way had I driven...