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Just flew my plane back home and there is a major difference in its handling and climb. The rigging was so far out that before it was corrected I'd get tired holding or fighting the plane to stay on course. Now with one finger I can track a line and use little or no rudder input. The rudder was adjusted 3+ degrees and now sits slightly right. The ailerons were so far off we measured them in inches. Now when in the neutral positon all control surfaces sit level and even. The winds were calm to still and at 4000ft 24map/2400 rpm, mixture lean to drop then one turn in, temps were green and the airspeed indicated 160MPH and I had a ground speed of 151MPH. It seems like it trims better too but I might be looking for more good than there really is. After a 40 minute flight no oil loss and the bottom of the belly didn't turn a caramel color from oil. Hopefully it stays this way for a while

Sell it. I pulled mine and sold it for $600. They still have value but I don't miss the DME.

Boy, this crowd is pretty low on reading comprehension . . . Yes, the OP "repaired" his switch cover, after buying and installing a new one. What's there to ramp check???? And if he is ever stopped by an inspector, disassembling the aircraft looking for suspected "illegal" repairs is beyond their purview. I'd let them pay an A&P with Mooney experience to do it, after they provide me a signed, clear copy of a court order or search warrant, and those are detailed and specific rather than being fishing expeditions. So everybody take a deep breath, calm down and reread the original post, going for content this time instead of knee-jerk reactions and "you can't do that"-itis . . . . .

Today's flight was not a flight, but was really just as fun. We went to the Nixon Library and listened to Don Brown and Captain Jerry Yellin. Captain Yellin flew P-40's, P-47's, and P-51's in the Pacific Theater. He was in the first P-51 flights into Iwo Jima, before we had even secured the island and he flew 19 long range missions to Japan. He also flew the last combat mission of the war. He is now 93 years old and still as sharp as can be. In 2015 he visited Iwo Jima and gave the following interview. https://www.dvidshub.net/video/395572/jerry-yellin-world-war-ii-veteran-interview Writer and for JAG officer Don Brown saw that interview and was inspired to meet him and see if he could write Captain Yellin's story. That was done and is told in the book "The Last Fighter Pilot." It was a great hour. Don Brown told some of the story and then Captain Yellin told of his life after the war. He spoke of being married to his wife for 65 years before she passed away. He spoke of his kids. He spoke of going to visit Japan about 30 years ago and meeting the people for the first time. That visit led to one of his sons moving to Japan after graduating from San Diego State who then met and married a Japanese girl who was the daughter of a Kamikaze Pilot who had survived the war. He is making other appearances at book signings across the country. You can see his schedule on his website. If you have a chance, I would highly recommend it. http://captainjerryyellin.com/ One last story. He took questions for about 20 minutes at the end. One person asked him what it was like to fly the P-51. Remember this is coming from a 93 year old man. His response (somewhat paraphrased, although the last part is a quote) was: I remember the first time I made love to a woman. It was a long time ago, but I remember it. I flew the Stearman and that was a great plane. Then I flew the P-40, it was the best fighter plane we had at the time. Then I flew the P-47 and it was a difficult plane to fly. It was really mushy and unresponsive and it took a lot of strength to fly it. Then I got to fly the P-51 and you could fly it just with your finger tips. "It was like making love to Betty Grable. Did that answer your question?" He is a very humble man, and it was a pleasure to spend an hour listening to him.

My booster pump switch cap fell on the floor when I turned it off on my last flight. The problem was that one of the plastic hooks on the rear of the switch cap had broken away. As forum members well know you can not buy just the switch cap. My solution was to purchase and install an entire new switch. These are $240 from Lasar. Having nothing to lose, I attempted to repair the broken part this morning. This is the stupidly simple part. I cut a tiny piece of 18 gauge galvanized wire and bent it into the shape of the missing plastic hook. I then held the inverted switch cap flat on the bench with a pair of pliers and heated the wire with a propane torch. I inserted the hot wire into the switch cap and allowed it to cool. Then I snapped the cap back on the switch and, voila, it works perfectly. I hope I am not the first person to think of this but perhaps this tip may help somebody save .24 AMU. Anyone need a boost pump switch at a reasonable price?

Here, hold my Maker's Mark.

I'm putting an Avidyne 550 in and keeping the KX155 and the KN 62. I like my DME and the 550 is a single point failure. If the 550 goes out I will still have as much navigation as I ever had until now.

I doubt it - the alternators come without gears, its your mechanics responsibility to remove and refit - not the first time a mechanic has forgotten to put a nut on, or a cotter pin in. I'd document this really well, and look for that nut and cotter pin? I'd be telling the previous shop what has been found, give them the chance to assist. I'd also advise my insurers - this could get expensive. If there is a nut floating around in the engine, damage has already been done. You don't have to follow through with a claim, but adjustors are good at working out who's responsibility is what, Don

Here's the bottom line thing about STARs and SIDs. Ultimately, all they are is canned and charted arrival and departure clearances. They are exactly the same as what ATC would instruct if there weren't such a thing as SIDs and STARs (or someone files "no sids/stars for some reason]. Like any other clearance, it's primarily about traffic flow and traffic separation. Get that, and most of the rules and procedures about them become easier to digest. For example, I'm not 100% sure on this point but AFAIK, there's no such thing as a "prohibition" on issuing a turbojet only SID or STAR to a piston. In most cases it's not done because it simple makes no sense. The STAR was designed to deal with the traffic flow of aircraft capable of operating at certain airspeeds and certain altitudes. Three AM, I don't see a regulatory or practical problem with assigning the SEWZY to a Cessna 152, other than (1) surprise by the pilot who hasn't expected it, (2) ATC would have to remove the altitude and speed restrictions and (3) did ATC really intend to assign. That's really the bulk of the issues I have with the assignment in this case, and they are easily cleared up with responding, "We're a piston aircraft; unable [speed and/or altitude as applicable] restrictions.

Rollers won't prevent corrosion but they eliminate spalling. Spalling is from sliding friction. Rollers don't slide.

Those mating surfaces are corroded. They will not glide past each other smoothly without causing metal wear. This in turn will damage a lot of other components. When parts fail I always go for the best replacement possible. Roller cams are a million times better that flat tappet. As posted earlier that is not possible so a direct replacement would be best. As for flying it who would when Kodak proved there is a problem. Sent from my E6810 using Tapatalk

SFO is a unique approach, I just flew in there last night and thought about this. it is very dark all around and the runways are very close together, in this case the approach lights for 28L were turned off so they are used to seeing two runways out there and they lined up on the right side. The FMS Brdge visual also has you make a 15 degree turn at about 4 miles to line up with he runway and join th ILS, sometimes there is a plane 500ft off your left wing as you do this. It can happen. I can't understand how experienced pilots run Mooney tanks out of gas and crash on short final with gas in the plane, or throw the gear handle up after landing, but that happens too. Let's learn from them.

Thank you all for your replies. It turns out Michael and I are much closer that I thought. Planning to meet him very soon.

To close the loop: It was the sensor. Replaced sensor and readings are normal again on the Moritz gauge. So no major panel redo required this time... Phew...

Yeah but who hasn't been there and done that? I mean really that could happen to any of us. Well....sort of. Okay maybe not really.

1975 M20C - I would like to say that it's instrument capable. :-)

Being an airline pilot, I fly these descend via stars all the time. In regards to your second question, crossing SSOLO at 17 is perfectly fine since you are cleared to descend to the lowest altitude, at your discretion, of the waypoint you're cleared to or of the first waypoint with an altitude restriction when given the descend via clearance. The speeds on that arrival are mandatory unless given a different speed from ATC when they give you the descend via clearance. In regards to the note about it being only for turbojet or turboprop aircraft, ATC should NOT have assigned this arrival to you. Since you were flying and obviously not expecting to receive this, I would honestly file a NASA ASRS report to cover yourself incase the FAA reviews the ATCs actions since we know he shouldn't have assigned this to you. Hope this helps out and makes sense.

I was able to pick up 133DB from Hawk today. I have to say that Joe had to be one if not the nicest guy I have ever dealt with. The job he did on my J is simply outstandIng, and he was tremendous through the whole process. I live in Naples so I am sure I was a pain in the butt some of the time (I could come up and see it every week or so), but Joe just took it all in stride. I have included 1 picture here, but I have the whole process linked to my account if you wish to see it? I can tell you this if you want your Mooney painted take it to Hawk!

Got through my second annual with no major hiccups. Yay! I'm holding my breath for something big next year, I've been lucky twice now. Had it done at the nearby MSC last year for $3.6 AMU, this year I had it done with my local IA for $2.3 AMU. Only significant issue is some grease leaking from one of the prop blades. My IA thinks it's not urgent and will need a reseal eventually, but he worried about sending it to the prop shops in the region because they seem to overhaul everything. I asked my friend who is an IA who said the same thing. I just wonder how much grease is left and when it will run out. I'll probably chicken out and send it in for a reseal this winter and hope for the best On to the KT-74 install next week. I asked my IA to install RG-400 cable so I don't have to pay the avionics shop to do it. It's like I'm bleeding money The hilarious thing was that my wife actually encouraged me to buy the plane because she thought it would help us save money for the RV-10's engine in 10 years. In all fairness, I did tell her that was a terrible reason to buy a plane (I think I laughed as well), but I think she just told me that because she wanted me to be happy. I'm a lucky guy.

I use Foreflight, and a very happy with it, including cost, support, features, etc. But yesterday I flew with a friend who uses WingX. After landing, taxiing toward an intersecting runway, his IPad showed the upcoming runway turn yellow as we approached and then red as we crossed it. Kinda neat.

So one day on a SWA rear cargo door would not close. This Maint guy walked through the cabin with one of the larger screwdrivers I have ever seen....

I'd be interested! Not too far away from you down here in Wichita and we're always looking for high quality beef. Sent from my LG-US996 using Tapatalk

Check with http://www.planeplastics.com/index they should

ETOPS. Engines turn or passengers swim.

John- where are you located? A few of us here are A&P/IAs and would be glad to show you some of the corrosion problem areas on the older Mooneys- over and above what SB 208 covers. Other than that, its a fairly basic airframe and power plant to do a PPI on. 201s and newer are luckier- the spar and stub spar were painted with good epoxy paint to help keep corrosion down.

Sell it. You'll never miss it. The $600(?) will almost buy a CYA100 AOA. Or 150 gallons of avgas. Or 9 months Garmin subscription for that new GTN.

Sell it while you can still get decent money for it.

Using ALE (Automatic Link Establishment) I was able to call and talk with Brian several times via HF radio yesterday. It was 1705 UTC on 03AUG2017 for our first contact. We linked first via ALE on 14346.0 kHz USB and Brian (call sign WB6RQN/Aeronautical Mobile) reported by voice SSB that he was flying over the Painted Desert of Arizona. Lat 35.845148, Lon -110.368522 There was a lot of fading during the voice conversation on 14 MHz, so we closed the link and I tried another scanning ALE call, to see if there was a better frequency. The ALE then linked us on 18117.5 kHz USB, and the signal strength was significantly better for our voice conversation on 18 MHz. After a while, 18 MHz faded out, so we re-linked again on 14 MHz. Several other ham operators wanted to talk with Brian at that point, so he continued talking with them for while, as he flew over New Mexico, then landed for a short pit stop in Dalhart Texas. He then flew to Atchison Kansas, the location of the Amelia Earhart Birthplace Museum.

The mech is taking more photos. I will post what I get.

Dunno. The wear of the rings on the walls might be less or might be more. I'm sure some folks will be by shortly to argue about it. Either way, that sucks for the threadstarter.

OK. I can do that. My RPM is off so it might not have been that bad. It still was not right and I will pay more attention to that. I got an e-mail that the monitor was shipped but I it didn't make it for this trip so I will be paying more attention!! Thank you

The argument you will get on using the Aera 510 or 796 (aside of the legality) is that the distance is not slant range distance that the DME would provide. May not be a big difference, but it is different and the charts are based on it.

You could go with the standard of many airlines, and do either an iPad with Jeppesen Mobile Flightdeck or a Surface with the same. You'd be on the hook for a Jepp subscription, but if you choose not to go that route, Foreflight with NACO/FAA charts would be a more affordable option. I go with the former, only because I've relied on Jepps for the last 32+ years as - again - the airline standard. Steve

If you have space, keep it, if you don't, pull it. It's a good backup to your gps to have vor/ils/dme. But not that big a deal either way. I've kept mine. Sent from my iPhone using Tapatalk

they are priced like they are

I didn't get the opportunity to fly with the Caravan so hopefully next year. Took some poor video, though, of some of the arrivals. Seems more like a Mooney ground drag race. Wished I had just done one long video. I was coming from the North 40 so didn't get far enough down to capture the landings a bit closer. Sorry, no editing:

The more I look the less it's likely there are ANY turboprops capable of 280 knots indicated. The Brasilia and the DO-328 have VNE at 250k. Wonder if whoever wrote that STAR knew what max turboprop speeds were?

Wife is packing and we are headed East Saturday. I'll try to get on the forum as we go and kinda keep a log.

Just picked up 133DB from Hawk today. I will do a full write up (with pics) this weekend of the process, but I have to say Joe is simply the best in the business. Wanted to show off my 82J and her new skin!

Typical MSer... Has a challenge, contacts supplier, gets answer, shares the details... Well done SIA! Best regards, -a-

18 hours cruising the USA... Should have stopped for some good throwed rolls in the middle... Best regards, -a-

Oh no, you didn't use the certificated STC'd PMA part! Your Mooney is now going to fall out of the sky in a rain of aluminum parts! Where's the sarcasm smiley when you need it?

Got another solution for you. Mine looked just like yours. A Mooney owner here build a wedge adapter and I installed one of these: If you are interested, I'll see if he would be willing to build the wedge for you. It is a solid piece of plastic type material that points the eyeball socket up a bit. Will take a picture of mine later today.

In some ways I miss having partners to share the flying experience with, easy access to safety pilots, etc. Although I don't miss the bald tires. A good partnership is a selling point in and of itself. -Robert

I currently have ADSB out with the GTX330ES and later got a "Dual" gps/adsb in box which worked fine till the antenna got broken or something, anyhow it doesnt work anymore so instead of throwing another 800$+ at the problem I bought a "Stratux" Raspberry Pi kit. This has both TIS-B & FIS-B cost me 130$ can be temp mounted somewhere out of the way with velcro or other easily removable method. Works from a 12 cig lighter plug and gives me subscription free ADS-B Traffic and Weather, get inflight metars all along your route plus the nexrad. I use FltplnGo and file from my cell phone. lots of good tools with FltPlnGo however stratux is compatible with most software and the Rpi3 transmits the data via WIFI and I can simultaneously display the data on my Ipad and Cellphone. I got the remote GPS antenna and have the "box" vecroed in an out of the way place. Works like a champ

When I went shopping for my first Mooney, an M20C, it was specifically to get a good IFR platform. Steam gauges are fine, but some are better than others. This is what I eventually bought... there are good one's out there. An HSI, standby electric AI, WAAS GPS, and Stec autopilot with altitude hold make for a nice IFR bird.

Sounds like an ignorant pilot. Most any airplane can be IFR capable, the minimum requirements are actually very few... There are plenty of C models out there that are flown in IFR all the time. Sounds like your current panel is a good start, the 430W is incredible in what it can do.

I will see what I can do about a new theme!

This is especially important in my opinion with the vintage birds. If you're going to paint a C or E, at least make sure it's got an autopilot, and WAAS GPS. And even more important, get the speed mods from LASAR installed before spending $12K on paint. A paint job is very personal and so from a buying/selling perspective, I'd be buyer much quicker on a plane that had all the pieces installed but desperately needed a paint job, rather than one with beautiful paint, but no speed mods, panel, or other issues. The paint should go on last after there's nothing else to do.

1978 M20J, 980lbs, 98g, 392lbs with full fuel and over 12 hours endurance or 1400nm range. 596lbs of payload at 64g standard fuel capacity for comparison to other J's.