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Hi, So as I mentioned, by M20K 252 is in the shop for a tank reseal. It's in with Houston Tank Specialists. I stopped by to check on the progress and we talked about your bird. A couple of things were interesting. First of all, Carl, the owner showed me the various screens that sealant would have to get through to get to your carburetor. He is a true specialist at Mooney tank issues and was quite skeptical that it was sealant that could get all the way down stream past all the filters, to clog your carb jets/intakes. Secondly he showed me how his equipment for stripping and resealing tanks he built to be completely portable. He would be willing to come to New Hampshire and do the work at your location to strip and completely reseal your tanks. Of course he is from Texas, so he'd have to wait until the snow melts and it warms up in your town. But by then it will be too hot to work in an un-airconditioned hanger in Houston anyway. So perfect timing. It would be worth your time to at least have a phone conversation with Carl at Houston Tank Specialists, (google it). He is certainly willing and able to travel to your location and get your tanks back to an airworthy condition that will last another 20 to 30 years.

To close the loop. Thanks for the solidarity. I still feel like an idiot, but as it was mentioned before I learned my lesson. I was able to get a used fuel selector valve. Extremely hard to find. Interestingly the most difficult part to find is not the valve itself (which is already very scare), but the cup that goes over the valve. Luckily mine I still had mine and it was in a good shape. I sent the "new valve" and the cup out to LASAR to get the valve overhauled, and the unit was sent back yesterday and it was installed today. So I am ready to go again. Now I have to find time to go flying... essential task...

On the playa at Burning Man. The runway was pretty rutted out but good soft field technique and the 252 handled it just fine. I made numerous trips in and out and gave rides all week long.

Came back from TUS yesterday 8500', DA close to 8500', full throttle, 2550 RPM, leaned to 9.8 GPH. Smooth conditions, TAS 145-146 for quite some time for a good check (used a wiz wheel). 64 D/C 1200 hrs on engine, 3 blade prop, very smooth engine with no 3 blade vibration issues. Day before had to go to 13,500 for a short while to get over cloud deck. The short body works just fine for us.

If its free, you could always install it and when you have the money, slide out the 530 and slide in a 540.

It puts a whole new perspective on young people today who complain that they can't afford to learn to fly. She not only had money in the way, it was also race and gender standing in her way. And yet she did it. In my role at the company I work for, I have sit down meetings with new people just about every day all over the world. 350,000 air miles in 2016. When people hear I'm a pilot, I often hear that they also were once learning to fly and maybe they took some lessons and then quit at some point, but didn't finish. While they think this means we have something in common, the truth is we have NOTHING in common. If they were like me, they'd have finished and would have a Private certificate. I took two lessons and couldn't quit. I could have quit eating probably easier than I could have quit flying. Bessie is an example of those of us who once bitten by the bug, just have to fly.

MOONEYCOMPASSCARD.docx Hi guys, I made a Mooney branded compass card that *I think* is the right size for the normal compass card holder (1 x 1.75). It is a word doc and you can click on the images and size up down as/if necessary. Best, Stephen

Which Model should I buy? - An F or if you have lots of money a nicer model of an F Can you use a Mooney off the grass? - Yes What should I look for on a pre buy - Corrosion along the spar, things on the Mooney 100 hour Inspection Which Engine Monitor should I buy? - Best that you can afford. LOP - See engine Monitor answer Shaw areo fuel Caps O ring - 010 and 338 flourosilicone

Bought from a fellow MSpacer (through a broker though since he was out of country) who unselfishly sold her because he didn't want her to sit for two years while he was out on service. Since purchasing in December, I've put about 20 hours on it. Huge thanks to various MSCers who have reached out to offer their help and support, notably DXB and a few others who I've been exchanging messages with for the past year. Meet my name plane, lovingly named Pistachio, a '68 M20G. Here she is on the day I brought her home. (Yes she's in a hangar) She's been a blast to fly. I've certainly experienced some issues in the first twenty hours -- my 430W knob stopped working so I had to send it into Garmin for their ~$900 flat fee repair. The donuts on her are original from 1968. Despite having 4,000+ hours, somehow they are still to spec and pass annual. I know this is a larger expense I'll probably have to cough up relatively soon, but it's pretty cool that the donuts are still original on this bird! I also am not sure sometimes of what is "normal" and what is not, since I'm not used to Mooney's. For instance, there's a small little vibration in cruise flight sometimes and I'm not sure if it's just the way the plane cruises or if it's another issue. Despite these things, I love her and want to take good care of her and work anything out. I'm grateful to the previous owner for taking loving care and hope to learn, grow and have wonderful adventures with her as well! Thanks to the MS community for all your knowledge! I hope to continue to learn and contribute over time.

All crankshafts bend and twist during normal operation. Typically in a 4 cylinder car engine there are 5 main bearings. (each crank throw is supported on both sides). On a 4 cylinder aircraft engine, there are only 3 main bearings. That allows much more flex in the crank. Depending on the orientation of the prop blades to the crank throws, there can be more (or less) twisting which causes vibration. If the vibration is a crank/prop resonant frequency under high power, things can break. That's why we usually have an rpm range we should avoid. Propellers don't act like a flywheel. I'm still trying to get an opinion from Lycoming or Hartzell if it's advisable to reclock the prop on my F to reduce vibration as specified in SB M20-206 for early Js.

Ok I'll jump in here..I recently traded in a 530w/430 w for slide in IFD 540/440 s...the touch screen function and full color is the smallest part of the upgrade.The Garmins functioned very well for what the were but their available logic and memory never allowed the ability to tell the navigator which runway you were using on a SID to show all waypoints and procedure correctly.Published and more importantly non published hold selection logic is light years away from the old Garmins.The built in wifi and Bluetooth function very well and the wireless keyboard is very nice.Don Kaye's choice for the new Garmin 750/650 made sense because he never had Garmins to start with and would be doing total panel install with new trays.By trading in my Garmins,I was able to upgrade to the newer tech for a fraction of Dons cost (I am guessing 1/5)because I had the trays and antennas and an g600 main display with gad 43 driving the Bendix/king 225 a/p.I am impressed by the flight management system on the Avadynes...very intuitive ..I spent weeks and months learning the old 530w programming.A/p coupling using the old Garmins on lpv approach used to take three sepearate button turns or pushes if I screwed up didn't do it right ,the next step ,pressing apr mode from nav mode on the a/p would result in the a/p kicking off....hence I would handfly all rnav appr after faf...with the avadynes...you see the message " a/p guidance available and push 1 lsk button on the left and if you have nav mode in use on the a/p and apr mode in queue...you get very smooth full coupled approach.The screen size on the IFD 540 is smaller than the garmin 750...it is too big to fit my Bravo panel unless I remote mounted the audio panel...but since my primary scan is on the PDF/mfd of the Garmin g-600 It wasn't an issue for me.Avadyne being a smaller company doesn't have an in house FAA certification office so there stuff is slower to certify.They have been certifying a super software update for the IFD 540/440 that is truely impressive...it was announced last April and still in testing so Garmin probably has the edge in getting their stuff released.well that's my pirep and at the risk of being called "avadyne thinwing"arround here I am impressed with the units and next time I fly with Don Kaye think he would be too.

And don't forget "fit" doesn't always mean height. Girth is also another area where the Mooney works well.

Nice to see Google honoring a great aviatrix with the doodle today.

I still love my 530W after 10 years and feel no compelling reason to upgrade. The newer units won't make the plane any safer or more capable. If you don't like the interface, the FS 210 + Garmin Pilot give you a touchscreen interface for easier flight plan interface. W + GPSS is an amazing safety enhancement for single pilot IFR. You might download simulators for all 3 GPS/com products and see which one you like best before deciding. Sent from my VS985 4G using Tapatalk

See my post on "Yesterday's Flight KTUS" to see what to expect on a C model. Dugosh has changed hands a couple of times in the last couple of years. I've been there and looked in on the shop when visiting Mooney. Can't say how things are now as I have no recent info. DM is the Oracle of Mooneys if you can get it there. If not- be sure to check the tail hinge bolts for wear, do a gear swing to make sure all is well (a gear over center torque check is mandatory-if your A&P doesn't have the tools for the over center torque check stop right there and find one that does. Not to demean your A&PP pick but this is THE one item that sets a Mooney mech apart from the run of the mill A&P. Does he and can he do a torque check properly?) Check the bottom of the spar between the wheel wells and the fuselage for loose and smoking rivets. Fill the tanks and let sit all night to check for leaks You really need to remove the sidewalls inside and check the fuselage tubing for rust under the windows. At the same time spray water on the outside of the windows and check for leaks. Also mandatory to remove rear seat bottom and open inspection holes to look inside seat box for corrosion on the spar caps. Also along the floor in front of the rear seat (spilled drinks cause corrosion on the face of the spar there). While on jacks check the free play of the nose gear steering. 10 degrees either side of center is OK much more and the linkage right at the top of the nose gear will be found to be loose and worn. Easy to see while on jacks. Make sure you check all the model and serial numbers on data plates of all the big stuff to match the log books and the TCDS, like, engine, prop, actual data plate on the airplane, all the radios, I even check mags by reading the data plates and checking logs. Planes have been found with the wrong engines, props that don't match the logs (gear up unrecorded?), radios swapped out, etc. Had one that had 2 ADFs in it (control head was there) but no remote radio unit in the airplane. Check every light, radio and all functions, lever, knob, switch, everything that moves for proper operation. VOT/VOR check. Talk to someone on each radio. Mark it down as you do it so you don't miss anything. Check the gear warning horn and stall warning horn, those have been missed on prebuys. This is not an all inclusive list It just hits the bigger items I've found. Half the fun of owning a plane is in the buying. Don't make it a gamble. As I tell everyone I know buying an airplane- trust no one selling an airplane and there are ALWAYS things wrong with every airplane no matter how good the owner says he was on maintenance. The owner may not know it's broken as he never uses it or is just ignorant of how it should work. It's just the way it is. Make it a game of hide and seek to keep your sanity. They hide, you seek, make it a game. Take no chances, check everything. I have a recent post on the prebuy checking also somewhere on this board. Search it out. When all done- pictures, pictures , pictures HERE!

I sure wish that airplane were gracing my hangar now, but a bit rich for my bank account. I'm still waiting for the final answer on mine, and wondering what to do next. Keep your eyes open for me, my friends. I want all the bells and whistles, perfect interior, exterior, engine, etc, for 37-year old-231 money. I still can't imagine replacing a Mooney with anything other than an even nicer Mooney.

You sir are purchasing the best value in all of general aviation. My considered opinion after much research and 3 1/2 years of ownership. I am a big fan of speed, efficiency and simplicity and the C model fits the bill like no other. 140-145kts, good useful load, less than 10gph, manual gear. What's not to like? Congratulations on your purchase and I hope you enjoy you C as much as I have enjoyed mine.

Pay attention for just a moment... planes that sit can be OK. Just one issue... Some cams were made better than others. If the metal is coming from the cam, this is not a good sign. The hardened surface is very thin. It only takes a small amount of rust to aid in wearing through this layer. Once through the hardened layer, the soft material underneath is quick to be eroded. The lifter riding on the cam is also prone to losing material making a rough surface riding on the soft surface of the cam... reminds me of tooth decay There is plenty written about how to inspect the cam around here. Know that a worn cam is essentially reason for a tear down. Tear downs lead to the decision of what is right for the owner. Often an OH follows the findings... some engines don't require as much work as others to remove a cam. They are in different places on some engines... Good luck with what you find. Keep both eyes open... Uh dad, now that I have your daughter and your plane, can we talk cams..? Best regards, -a-

This is what I have: Sent from my iPhone using Tapatalk

Hi Marauder, Nope, haven't heard any talk about estimating the number of owners that will not comply with the mandate. Perhaps AOPA has some survey data that could be used to determine that. Your concern is valid about the increase in traffic in certain areas that will result after 2020 due to non-equipped airplanes trying to stay clear of the ADS-B rule-compliant airspaces. Hi Chupacabra, That is correct. If the yellow radar dish symbol is visible on the traffic page of the NGT-9000, then you are below coverage of the ADS-B ground stations and at that point you will not see any TIS-B traffic on the NGT-9000. The only traffic you will see is other ADS-B out equipped airplanes. Non-transponder equipped aircraft are invisible to everyone, ATC included. I think you are thinking of primary radar, which is far different than secondary-surveillance radar (ATCRBS) that ATC uses. Primary radar is used very little in the ATC environment, and only as a backup system. Hope this helps! Jim

Yep - got married Sept 3. part of the reason I haven't been as active on this board! Mooneyspace, meet Hope Woodruff.

People do bad things because they do not think about the consequences. I agree in part with Trump on torture. If you commit rape then you loose it for life. And it should be shown on the internet when yours is hacked to discourage others, just like public guillotine. That will keep crime down. José

The OP can't be more than 20 Mooney minutes from Don Maxwell at KGGG. Most on the board only wish they were that close to the Oracle of all things Mooney.

Thanks for all the interest in my airplane and my career. Now that it's confirmed I can let everyone know that I am beginning first officer training with UPS at the end of this month. I'm really excited about making flying the focus of my career again and joining such a phenomenal company

I think the plane is still in annual, if so, pull the fuel drains out, flush it out really well and do it again another time for sure very well. Then take it somewhere else. This board is full of owners were told something must be done now and it's for 20 or 30 grand on it find out later that it was unnecessary.

Have you ever had it fail while up on jacks with the belly open? Here is something you could try. Get three 12V light bulbs and run wires from the coil of each solenoid to the bulbs in the cabin and the third bulb to the gear motor. If the lights light up correctly but the motor doesn't turn then you know it is the motor. If the solenoid lights light up you know it is not anything in the switching like squat switches and such. If the solenoid lights light but the motor light doesn't then you know it is a solenoid. Not sure how legal it is to run wires and bulbs all over your plane, but I won't tell...

I would reinstall the override switch. One cold winter morning you will be glad you did. And also I guess you could have used it during your troubleshooting.

The clicking sound you hear is the squat switch being activated. Upon eye-numbing studying of the schematic, it would appear the squat switch's purpose is to disable the relay. It doesn't appear to matter up or down. This would be consistent with what I am seeing. I am VERY impressed with your had-drawn schematic! I'm WAY to ADD to accomplish that! LOL!

Jim Kirk at Kirk Airbase in SC

We want pictures! Maybe something like the attached.

Can I fit in a Mooney? They seem awfully small. - Several owners on the forum are 6'5" and over. Tallest I know of is 6'9", but I am trying to get a 7'4" friend of mine to take a ride just to see if he fits.

The main feature of the new units, the touchscreen, is also their main drawback. I expect the screens to begin failing much sooner than the 530/430 series due to their complex nature. All screens have a life limit due to wear, and touch screens will wear faster since they are interactive and more fragile. Heat is also a big enemy of display screens, and I would expect touch screens to fail faster in warm environments. In South Florida, we see heat related 430/530 screen failures in less than 10 years since new. It's an expensive out of warranty repair, and i expect the touch screens to cost significantly more to repair. Time will tell but I think the 530/430 will be more durable than its successor.

Thanks for the suggestion on the alternator. I will be going to the airport tonight to pull the cowl again to look closely at everything again. As for the age of the mounts, I thought they were changed out 10 years ago, but I cannot find anything noted in the logs. I am wondering now if they weren't and if that is the case, the last time they were changed out was the prior engine rebuild.

Just make sure you install it with a WAAS capable antenna and cable and this is probably the best plan!

Pictures, pictures, pictures. It never happened without pictures! :-) :-)

Years ago My ifr instructor was based out of Columbia airport in the foothills...a place You eastern flyers describe as mountainous...i.e. 5000 ft peaks...anyway the plan was for me to pickup my ifr instructor and Finsh up my ifr work before checkride....weather was really marginal....a pacific weather storm was blasting in and my valley airport had no reporting....I am 30 something and pretty dumb at the time...so I launch under a rainy 1500 ft sky in a maule m5.As I got closer to Columbia I noticed a dark cell but plowed on thru.I was IMC in an instant...I mean total vfr into IMC killing dumb pilots conditions !Only thing going for me was I was really good flying attitude indicator and a simple standard Rate turn as I had practiced for so many hours back to where I entered IMC....I called the instructor when I landed and said not to day...hey says ...I have been trying to call you to warn you off.... landed

A whole bunch. It is a unit of monetary amounts used for aviation. There are similar proper methods used to openly discuss the costs of sports cars, boats and hunting trips. Any more detail, somebody will have to sell you a decoder ring. Best regards, -a-

I talked with Dynon sales a couple days ago and they confirmed that the D10A is not "dumbed down" like the Certified version of the G5 is compared to the EAB version of the G5. He made it very clear though that the D10A only officially replaces the AI, not any other instrument. I'm curious if installing the magnetometer requires a 337. It would be nice to get wind data... Sent from my iPhone using Tapatalk

It was a real mess! After cleanup, it looks brand new. Looking forward to smooooth operation! Thanks Jason! http://www.jed-aireaviation.com/

Thanks to all. I am 35 Mooney minutes from Maxwell according to Foreflight. I just now received the logs via email. It will take a while to go through them. We have agreed on a price and he is working on getting ferried to my local guy. I will probably change it maxwell once I talk to naxwell and the guy at dugosh. Alex, I remember you. You rode with me to get fuel in my 140 one time. To all. I dont know if I mentioned it but I have been through the buying experience before with my souped up Cessna 140 I bought some years ago. I did the PPI THEN AND THE PLANE WAS Sqwauk free as I suspected. One other thing. I have a great instructor that taught me to fly in an Aeronca Champ 25 years ago. He has owned Mooneys and has lots of teaching time in them. He told me today that it was going to be easier to fly the Mooney than the taildragger I am now in. I look forward to further discussion with all you guys (and gals?)

Speaking of Piperpainter he used to post now and then anyone know if he is still flying his red Mooney havnt seen anything from him for a long time

I fly through a couple MOA's adjacent to a relatively small restricted airspace (Ft. McCoy-Wisconsin) on a regular basis. Volkman Field (Air Guard) just East. As a Guardsman I used to lob 81mm mortars on ranges and hear A-10's cannon while on AT. I respect the MOA's and try to obtain flight following. I monitor the controlling freq, but no longer contact as I strongly believe I was providing entertainment on circumnavigation "around their airspace" whenever I would. The restricted areas are in the ranges where livefire is completed. The MOA's are over towns on the outside perimeter of the Restricted airspace. I stay alert, but I go through those MOA's every time I travel to from the Northwoods.

Perhaps we should cut off hands for stealing?

Here is some insight to the initial question regarding the slightly down deflection issue. The below information is what I would say is directly from the horses mouth, so to speak...... the late Mooney guru, Bill Wheat. Someone asked me the same question several years ago, about the down deflection. I then asked Bill Wheat to provide some insight on this subject, which he so graciously did. Below is a direct copy of Bill's reply to me. If you would like more insight on Mooney facts and history from the late great and dear Mr. Terrible himself, maybe pick up a copy of the DVD "Boots on the Ground, The Men and Women made Mooney". Bill is the star of that video and has further great insight to some wonderful Mooney history. Here's the question: "I notice that my elevator is always deflected slightly down from the tailplane in flight. Is this a normal trim condition for solo flight?" And here's Bill's reply: Mitch, This condition is quite normal and is better aerodynamically than it being up. This would cause the angle of atack of the wing to be slightly nose up thereby causing drag. The lower the atack angle of the wing means higher performance. Since every Mooney built was basically a custom equiped aircraft and the equipment installed at customer request causes a considerable variation in the empty weight cg of each aircraft and the flight loading will be different for many flights depending on the number of passengers and fuel loading plus the amount of baggage requiring different trim settings. With most aircraft, the elevator alone is deflected by a tab to compensate for these variations tn cg where the Mooney does most of the trimming with stabilizer angle setting and allowing for far less deflection of the elevators keeping them closer to the sme angle as the stabilizer thereby reducing drag. I always hear comments that the Mooney tail is backwards and why isn't it swept back? There is a very good reason for that. The straight leading edge has more lift than a swept surface so therefor 'acording to Al Mooney' the empenage is 20 % smaller than it would have to be and therefor lighter and les drag than a swept surface. I get the idea that the question comes from someone who generally flies his aircraft in basically the same loading configuration, but if flown with a considerably different loading he would see a different empenage configuration in normal cruise. I hope this helps. I spen considerablel time With Al Mooney asking why he did certain things in his designs. He was always willing to take time to explain his reasons to us Peons. Bill Wheat

I think CNOE and I are on the same page... The two pumps are in series, in line with each other. One pump will make it easier for the other pump to do its job. In real life, it would be difficult to tell which one is working or not, or at what %... if you have a fuel pressure gauge, you should see a change in pressure when one pump is on and slightly more when both are on. The pressure isn't very much, so a few psi may be the difference. (M20C logic, but the C uses a lot less fuel pressure). Expect... FF is regulated / metered by the FI system working with the pressure that is being delivered. The system is amazing at how it compensates for so many variables mechanically. Best regards, -a-

My post-annual flight was this evening, since the weather Sunday was bad (there were 39 confirmed tornadoes from Mississippi through Georgia, more straight-wind damage, fast moving low scud, off and on rain). Took off at 1710 CST, as the western horizon was turning a beautiful pink. Winds were dead calm on the ground, but westerly around 15 just a thousand or two feet up. As I made the turn for crosswind, I was at 104 mph and climbing 1200 fpm! Made closed traffic, landed a little long and rolled to the end if the 3200' runway. Took off the other direction, headed up the river to the Lake, circled the dam with it on my left wingtip as I turned and went back. 2000 msl, 23/2300. Smooth . . . Watched the little traffic below turn on their lights and dissipate as people went home for dinner. Put another 0.5 and 2 landings in the logbook. Cranked up in almost one revolution . . . It was a great end to a busy, hectic day at work! Then home to dinner myself.

Does anyone else get a false aircraft signal when crossing a ridge line at relatively low altitude? Only lasts a moment or two, but getting a traffic alert for an "aircraft" at your exact altitude and position really gets your attention. I have had the FAA in flight test done, and everything seems to check out perfectly in the written report. My setup: dual GTNs, GDL 88. This false signal most often happens in the Bay Area of California, where we are saturated with aircraft equipped with ADS-B in-out, and many closely spaced ground stations. It is astounding to me how many aircraft show up in the 6 mile radius data ring, even filtering out aircraft that are 3500' above or below. I usually watch the trend lines carefully, and switch to the 2 mile ring as soon as any aircraft poses a potential threat. I also use the data block option for a specific target as it provides some additional useful information. Sent from my iPhone using Tapatalk

You might check that nothing in the engine compartment is hitting the cowl. The mounts can sag which is progressive, then all of a sudden it sags to where something starts banging on the cowl. It will make a big vibration.

Love my VW Jetta TDI ! It is both clean and efficient. Just not simultaneously.

To change the discs at the main gear you don't need the special tool, you can use the weight of the aircraft (at least worked for me). Before jacking remove the bolt at the retaining collar. Lift her up, replace the discs and put her back on the mains to insert the bolt again. It won't work with the nose gear, as the weight isn't enough.