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I fixed the tail

W100+ ??? Rob, that stuff is "engine poison"! Do not use it. Give it away to you neighbor just up the road. I hope you have a whole case....

Hey friends, I just flew a four-day trip shuttling folks between Newark and the Dominican Republic. On the last day, they let us fly over dry ground... to some very dry ground. Phoenix, if we're going to be specific. I was supposed to be deadheading back to NYC but it was the end of the trip, so I chose my own adventure and stuck out my thumb for a direct ride home on a Delta jump seat. Another pilot showed up, also looking to hitchhike and we were chatting at the gate when I made mention of traveling in the Mooney. The guys eyes lit up. "What model?" An old '65 C model, I said, and started rattling off the basics but I didn't have to. This fella has an E model. We chatted at the gate for a while - and for most of the flight back, as we compared ownership notes. He said he signed up for mooneyspace but had never bothered much with it. I think he'll probably make an appearance soon after it became apparent how much good information is here. Without this support network, he and his mechanic were apparently unaware of the CiES fuel senders - they'd hooked up a JPI EDM-900 to the old senders and were getting the same bad fuel management data as before. Other topics that came up were instrument shops that can overhaul stuff for a lot cheaper than running out to replace a busted gyro, how to repair interior plastic pieces, PC system repairs, and Sensorcon CO detectors. Then I realized before I dug into the stacks here, I didn't know squat about these things, and I've been kneed deep in aviation since before I could drive. I'm grateful for y'all, and for the resource we have here. We now resume the normal banter.

I’ll play...

You just need a quality watch with a sapphire crystal. They're pretty much unscratchable.

I have a 1968 F with chrome cylinders. They should not affect temperatures at all. They are very difficult to break in however. Run the airplane like you stole it. I used Phillips X-country 20/50 for break in and still use it. Oil usage will probably be higher than other cylinders. The good thing is they will not rust. It may take 100 hours or more to break them in. John Breda

My grandfather’s watch. I’m guessing from the 1960s. I used to wear it to work, but it’s a little too formal for these days.

My CB brethren will love this. Just picked this baby up to wear at work: Couple grand cheaper than my Omega beater.

Ok, I'll play along.

I'm an anti-wrist watch guy. I have a nice collection pocket watches, all antique.

Although that’s kinda silly. I’ve had longer annuals. I wouldn’t let a 7mo annual be a cause to sell your airplane. Now that it’s sorted out it should be relatively painless for several years. All of your numbers seem fair. Except you can’t blame the insurance on your guy. That’s just part of the cost. Decent rate I might add. Your on-field guy is probably typical of most on-field guys. I’d suggest building a better relationship with an IA. As an IA myself, these old airplanes do take some love. Each year I try to improve mine in some way. Some years the squawk list is around 50 items. Still there is not a more affordable 4 seat airplane. -Matt

My watches, Timex for daily wear (I still love the Indiglo) and the Citizen for work. My father bought the Citizen but really had no idea what the numbers meant (the E-6B). At the time, I was a private pilot but starting to work on Commercial, etc. When he finally learned what the dials were for and that it was actually a pilot watch, I was working for my second airline. That's when he bought another Citizen watch and gave me this one.

I have a Guardian as well as a Sensorcon. I think they complement each other nicely. The Guardian is always on, and has an audible alert thought the headset. The Sensorcon is more sensitive allowing you to use it to catch problems well before they are serious problems. Being portable it works as a great troubleshooting tool used to find where the CO is entering the cabin. Cheers, Dan

I thought “ partial panel” meant the autopilot was inoperative! lee

My favorite watch. Omega Genève Automatic Chronometer, waterproof. This was my father’s which he purchased in Geneva in 1971.

Some of you will have seen this on FaceBook, but I picked up the plane from the Avionics shop and took it immediately to annual 16 miles down the crows path. Got everything paid for so it's real now. I have a BFR scheduled with one of our MS CFI's in Muscle Shoals on Saturday. I hope I have enough bank left to fill the tanks and pay Rick to teach me how to fly again...

You're gonna love that L3/Avidyne combination.

Lovely piece. I've no railroad watches, I myself find them a bit inelegant and ungainly. That, and they don't fit in a modern watch pocket (you ever wonder why there's a fifth pocket in a pair of jeans?). Mine are all smaller and I think quite elegant. I'll try and shoot some photos.

Is the weight-shift rating an actual rating that would allow substitution for a BFR? I'm running out of BFR-avoidance ratings...

FWIW, I have read up on, contemplated and performed this test in both my rockets. The principal is this... at a known power setting (MP/RPM) 1700 degrees is the max temp the TIT should reach. Since we can do that for up to 1 min, the POH says to perform this procedure to identify the inaccuracy of our TIT probe. As I understand it, this is to be done every flight. I have a GEM and the stock TIT probe, so what I do personally is use whichever one is higher and run just under 1600 degrees as per the rocket power settings. (1600/1650 max). So I lean to get my highest reading TIT probe to about 1590. Someone said that thermocouples are usually accurate to a "few degrees"... I am not sure if I agree with that. In performing the Rocket TIT test I have seen both my probes vary in their error by about +/- 25 to +/- 50 degrees on different days. I have no idea why this might be the case. It could be caused by minor variances in exhaust flow or some other variable. It could just be the inaccuracy of the probe. Perhaps thermocoupels ARE quite accurate, but in practice I have seen variations in the readings from one day to the next IE: day one probe A hits 1600 for peak and probe B hits 1650. Day 2 probe A hits 1650 and probe B hits 1700. I don't do the test every flight. At this point I am convinced that by going by my hottest probe (which can change one day to the next) and keeping it at 1590 or lower that I should not ever be exceeding the 1650 max in the rocket power setting chart. On some days I cant even lean that far or my cylinder #5 starts to get too warm. So on those days I may have my hottest probe at 1550. I love the Rocket. The only disappointment is how TIT limited it is. Running LOP is pretty much impossible at anything above 55% power. I have tried leaning quickly to try to get past the TIT peak, but it seems I run into rough engine running at that point. I am fine with this, I am still moving around at 200 knots burning 17 gallons an hour and that is pretty damned impressive.

I bought a slightly better model than the domestic ones but still think I should have bought one a bit better still, one with a display. Mine is a small Artic model available in the UK around $70, that beeps from 30ppm, no display. It fulfilled its purpose nonetheless!

What about the El Al flight attendants?

Sorry for the whole situation. It can be a miserable and powerless position when the airplane is in for annual. Thanks for sharing this as it's a very valuable cautionary tale for airplane owners. I think I've mentioned before that having the first job with a new shop be an annual inspection is like sleeping with the girl you just met at the bar at last call. The next morning you learn all sorts of interesting things you wish you knew prior but now it's a bit too late. Start out with an oil change. And if that goes well, then maybe a simple upgrade or minor repair. After a full year of this and building the relationship, you might be ready for the big commitment of the annual inspection. That way you avoid the surprises of waking up and rolling over to a horrible new reality and no good exit options.

Come on man. If your going to slang on my porn you have to give a little. Let’s see what ‘cha got.

Correct! In the later years Mooneys, like my 75, they moved the switch to the throttle. My guess it is the map light. That is where mine is located. Sent from my iPad using Tapatalk Pro

Do I count as an engineer? Which makes me laugh because in GA we are all engineers - since like half of our instrumentation on the panel is for managing the operations of our engines. In fact that word, engineer, I believe began with describing the guy who manages an engine, like on a train, and a steam engine, who needed to understand some basic principles of engines, physics, heat baths, and all that as it was understood at that time when the word started trending, my guess in the 1800s. And before long the word started morphing to include people like me (in my work setting that included ECE) who does "engineer" things that include worrying about feature maps in infinite dimensional Hilbert spaces, or countability and cardinality of strange attractors. No where an engine in sight. But still - when I sit N314EB I enjoy that the word "engineer" fits me and what I am doing in that left seat as true as the day as when it was coined.

Actually, bladders are the only rational solution. Just sayin' Some answers are actually correct.

I purchased one in 2014, going through annual now and ordered another one. A buddy just replaced his that was 7yrs old.....

So I went back to the airport today and the plane started easily the first time. I flew it from KDVT (Deer Valley) to KIWA (Mesa-Gateway), and then returned and the plane started quickly both times. I agree with @Ragsf15e that I should be aware of a possible Solenoid issue, and will most likely get it checked sooner rather than later, but as for now, seems like the battery was the problem and it is holding a charge, so far.

Hector made these awesome-looking control wheels. About 1 AMU. The whole interior will be going to him eventually.

In the words of Dr. Phil, "How's that working for you?"

I feel like you really have absolutely no idea what you're talking about. But I'm not an IA or a mechanic. But I have slept in a holiday inn and also I've heard of 337's and STCs. Have you not?

My daily watch for 23 years. Been down to 186 feet. Came off my wrist while white water kayaking On the Colorado. Dove down into the maelstrom, saw a glint and grabbed it! It’s a wonder I’m still alive!

Buying a Mooney was the best decision we have made and we have absolutely loved flying our F model for the last year+ with all kinds of missions. Hope you guys enjoy the short video I made about our adventures this past year!

That happened to me once. A standard avionics shop repaired it for me with a new light bulb all above board signed in the log book, and not terribly expensive at all.

For private use in EASA planes the owner has quite a lot of leeway, if they accept the responsibility. Things have changed a lot in favor of the private GA owner-pilot in EASA-land. I'll show myself out, but first I'll quote: 21.A.307 Release of parts and appliances for installation A part or appliance shall be eligible for installation in a type-certificated product when it is in a condition for safe operation, and it is: (a) accompanied by an authorised release certificate (EASA Form 1), certifying that the item was manufactured in conformity to approved design data and is marked in accordance with Subpart Q; or (b) a standard part; or (c) in the case of ELA1 or ELA2 aircraft, a part or appliance that is: 1. not life-limited, nor part of the primary structure, nor part of the flight controls; 2. manufactured in conformity to applicable design; 3. marked in accordance with Subpart Q; 4. identified for installation in the specific aircraft; 5. to be installed in an aircraft for which the owner has verified compliance with the conditions 1 through 4 and has accepted responsibility for this compliance There was a very good thread on EuroGA on this very subject not that long ago, but I can't find it. There's also an official EASA Certification Memorandum explaining some things.

This was a plot by the American Bonanza Society to try to prove they have the better answer. By calling the Hiodontidae a Mooneye, it makes people think the Mooney airplane is a complete failure, eats gas and is worthless.

I have very wide wrists and so prefer watches with larger faces. I was in a second hand watch store just looking and asked what they had with a larger face. The guy brought out a U-boat watch. They are huge and I just really liked them. They don't do very well on the second hand market, so they can often be found pretty reasonably priced. Mine are both automatic movements. The only watch I've ever had since new, is the Rolex GMT 2. But it was an incentive gift from my employer. All the others have been either purchased second hand or traded. I usually swap out a watch once a year or so. There have been Breitling's, IWC's, Omega's, and Bell&Ross's in the collection previously and might be again.

Sorry to hear. I tend to stick with mechanics. New eyes means new problems. I remember landing a nearby airport with my freshly annulled Cessna 150. the mechanic there looked it over and declared it had 7 AMUs worth of discrepancies. I think some of these guys are maybe inexperienced in GA and don't know what they're doing.

Yeah I should have used the regular IA I’ve used in the past (or even the prior Mooney service center) and not the new guy. I was warned too. At first glance I took his eye-opening “findings” as serious issues and as it progressed he was declaring even the most ridiculous things as unairworthy. When he blew in a crap ton of grease into the aluminum prop hub without following the factory specifications I knew this was going to end badly. He immediately pushed back and went on the defense (reporting my aircraft and prior IA’s to the FAA, etc). He insisted that the globe of grease in the prop hub were fine. This is the same guy who claims that a little dent on a non-structural part will make it fall from the sky (yet no MSC or other IA has made an issue of the 50yr old wear and tear...) I’m just glad I got the plane back and I can move on. I was considering selling it prior to this experience and now I will. I bought the E-LSA to replace it for rec use. Plus I can legally do annual condition inspections on it. I have enough Mooney friends here to get a refresher. My goal is to get a nice J in ten years when I retire. I only pay cash for toys so I’ll bank the sales proceeds and save my pennies.

Flaps vs no flaps is still up for debate.

Two more pics. One of the Beauty of Up North and our annual is progressing nicely with 830 rotated to landscape and install of Superclock and combination volt/amp gauges. CO Monitor will be re-velcroed in new position below gear switch.

Big question, how does the Mooneye taste? Cooked over a wood plank? Fried? Smoked? Edit: I see it’s threatened.... never mind I saw a late model VW Beetle the other day in Dallas that had Moon Eyes on it. I thought it was quite interesting and it actually looked good with brushed wheel covers in the two tone paint it was wearing.

I came here for the girls

I understand that, I was just commenting that it is too easy these days.

Courtesy of Wicks Aircraft: CAT – 1 ply neoprene impregnated fiberglass with very closely spaced spiral copper coated high carbon steel wire inside exterior wrapped fiberglass cord. From -85 degrees F to over 350 degrees F. Aircraft type. Maximum length 10 feet. (BLACK).SCAT – 1 ply same as CAT except with silicone rubber impregnation. From -80 degrees F to over 450 degrees F. Aircraft and industrial type. Maximum length 11 feet. (RED).CEET – 2 ply neoprene impregnated fiberglass same as CAT except wire between plies. From -85 degrees F to over 350 degrees F. Aircraft type. Maximum length 10 feet. (BLACK).SCEET – 2 ply same as SCAT except wire between plies. From -80 degrees F to over 500 degrees F. Aircraft and industrial type. Maximum length 11 feet. (RED). Attached Aeroduct catalog has everything you want to know about ducting. In the engine compartment, I use SCEET. SCAT is more flexible, but the wire always seems to eventually work it's way through the thin wall no mater how you terminate it. In the cabin, CAT works well and is very flexible. Guy @GEE-BEE can make you ducts in whatever length and diameter you want with professionally finished ends. They will last to at least TBO. Skip AERODUCT-Aviation-Ducting-and-Hose-Products-Catalog.pdf

Maybe that’s true and I definitely hope it works out for you, but keep an eye on that starter solenoid...

Here is the bottom line: An LPV can be flown just like an ILS even though it is technically a non-precision approach. Follow the glidepath (GP) to a decision altitude (DA) and either land, or if you don't see the runway, go around. The GP gives you obstacle clearance all the way to minimums. An LP+V or LNAV+V is a true non-precision approach. You must comply with all stepdown restrictions and you can only go to the minimum descent altitude (MDA). The +V gives you an unofficial GP. While it USUALLY keeps you above stepdown restrictions, it isn't a guarantee. It also does not guarantee obstacle clearance. Only complying with stepdown restrictions will do that. It just provides you with an easy way to arrive at a VDP in a stabilized descent. If you get to the MDA you must level off just like you would if you didn't have the +V.

Hey all, I just posted my first video...the quality is what you can get from a camera phone and I didn't put any sound on it other than ambient but it shows me taking off yesterday from a friend's perspective that was fueling his King Air on the ramp when I took off to return to São Paulo from Rio de Janeiro. I left my plane in Santos Dumont for the weekend, which has to be one of the most beautiful airports in the world. Before anyone worries, I had done my runup on the ramp because it is a commercial airport and I was taking off between airbuses...and the gear went up quickly because there is a climbing turn before getting to the mountain https://youtu.be/JfFc8RM2diI

It does have a high time engine. My plan? Swap it out for a factory reman. One of my boxes that I was trying to check when I was looking was to find the airplane that had an engine that was at or beyond TBO. I wanted to put "my" engine in. Not pay the premium of a mid-time engine only to have to change the engine right away. Heard enough of those stories. As I said, long and sometimes frustrating search. When the time comes, I am ready. Why do you ask?