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Not the Mooney wing, but this is IFR past Mt Rainier! 10,000’ vs a big Mtn! Mt Adams and Mt Hood in the far distance left side.

Hello all. I did the inflight LOP - it is really freaky doing it knowing that if you do have a bad mag you might be shutting off the engine in flight - so I did it at 6k directly over a nice two runway airport, KMSS not far from here. At 55%. You can see the file here https://apps.savvyaviation.com/flights/6098917/abe74cdd-9dea-4c04-a005-935a7e71fbc2 I did on left mag twice since I know the first time I probably didn't dwell on one mag long enough. Everything was fine. it passed just fun. Engine was a bit rougher with just one mag, as expected - but not terribly rough, just a bit rough. Tit tends to soar on one mag, but I only let it for a few seconds. So that's that - the hiccup event of last week is officially a mystery event - likely related to perhaps some kind of fuel contaminant. It was a gorgeous evening.

Hello Abe, You are in luck. There are many of us flying behind and maintaining Brittain systems. There are spares available and a former Brittain employee still works on them. His name is Kevin Westbrook, PM me for his number. I do have a spare that works on the bench that I would part with. I just can’t guarantee that it is 100% good. (Edit: i would offer a money back guarantee, that didn’t sound the way I meant it). The guy I got it from was flying with it, so I have some confidence in that. Worst case Kevin can tune it. Rob ps…Found the ad I have posted with the turn coordinator…..

Before and after clean up.

Might be further down the list for the C, D and G. Right after I bought my C, I was trying to fill in some blanks. Soon after my airplane was built it went to Canada for 20 years. The original logbooks stayed there, so I am missing the first 200 hours or so. I called Mooney and asked if they had the weight and balance info on my s/n. Shortly after, I got an email with all the original equipment list and W&B. On the equipment list was item 12E, External Power Supply, #950183-501, 1.8 pounds, 1.5" arm. Yep, a couple inches in front of the firewall.

"Grade" is an ASTM term. "Grade 100" is a term that refers to 100 octane fuel meeting the ASTM standard. AC20-24 outlines this consensus and requirements for phrasing within a TCDS. The money line (1) Accordingly, fuels identified by an ASTM, governmental or military specification, or other industry-based consensus organization specification, are considered to be identified in sufficient detail to be accepted by the FAA as fuel operating limitations on a TC, amended TC, STC, or ASTC. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_20-24D.pdf

Hello I am sharing with you my last week experience trip to Pantelleria, This is an Island south of Sicily close to the African coast of Tunisia, A small hide beauty in the south of the Mediterranean see, I am based in south of France close to Marseille in Aix en Provence and flew out of LFMA to LIEO Olbia in Sardinia, The 1st leg was IFR straight to STP and along Island of Corsica and to Sardinia PELOS, and MINKA (IAF of LIEO) 2h00 trip, We stayed one nigh5 in Olbia, enjoying see food and the beach, The day after continued to LICG Pantelleria flying also IFR ( much more easy in Italy) for 2h30, on the way back same routes, some pictures below:

If you can't reach Kevin (former Brittain tech), call Porter Strait in Tulsa and see if they can overhaul it. I believe Kevin still supports those overhauls through Porter Strait. If not, maybe they'll have a spare on the shelf. Or you can find one and have it overhauled (make sure you buy the right model; there are different variants). If you like it, I say keep it going. Kevin helped me troubleshoot a DG adapter a while back over the phone. Problem ended up being the DG output (I ended up having my DG overhauled). Works great now. http://www.porterstrait.com BTW, years ago, my TC failed during my Instrument Check Ride. Took off, no TC. I had to turn around, go home and try again another day. It was a Cherokee though; not my Mooney. Good luck getting the check ride done!

The Mooney Summit doesn't have calibration equipment anymore. Some how it went missing after one Summit. But I will be bringing mine and I believe @PeytonM will have his equipment also. So we should have ample ability to calibrate the Sensorcon units. Sensorcon will also be at airport day so they may be able to calibrate also. Cheers, Dan

Gentlemen, Being in aircraft sales I have done more engine overhauls than I care to. It is a pain in the ass job for both aircraft owner and the shop if they are good. No one is perfect. Ever. I just picked up my M20K from Jewell Aviation on Thursday. I had a 3.7 hour leg back to Georgia to start the break in period. So far so good. Engine runs very smooth and performed very very well. But on top of that, I got to know David and Sam very well during the process. We had 5 months together via phone due to Continental's inability to get cylinders to them. And other logistical issues. The close relationship that was built due to the EXCELLENT SUPPORT and COMMUNICATION is second to none. I was VERY HAPPY with them and would bring another engine to them in a heartbeat. They are a small family run business where Father, Son and Brother and a small group of loyal employees support and care for their clients. That is the attitude that they bring to work every day. They did back flips to take care of every single request and even my smallest question. I am very picky on who works on my airplane. I have also used Western Skyways for one engine. I was very happy with them as well. Feel free to PM me with any questions. Especially about two shops I would avoid like the plague. Peace, Walt

The bar is physically coupled to the gear. If it's in the down position, then the gear is as down as it is going to get. The real question is whether it is locked down. Jbars have inherent tactile feedback with regard to the locking mechanism. The knurled handle telescopes, first contracting when it contacts the block and then expanding into the down lock causing the side button to depress and the snap back into the locked position. Kind of like opening an umbrella with a spring loaded pin. The umbrella can be open but not locked, the runner must be pushed until the user feels that satisfyingly click of the spring button hitting home.

While doing a pre-flight this morning, I noticed that the right MLG tire looked a bit soft. So I cranked it up and taxied over to the maintenance hangar to pump it up. I shut down in front of the hangar and got out. One of the IAs was walking toward me, looking at the ground under my cowling. I followed his gaze and saw the smallest piece shown below, and said “please don’t tell me that came off my airplane.” Sadly, he said “yep, fell out of the spinner when you shut down.” Bottom line: the spinner bulkhead disintegrated as soon as we removed the spinner. As you might notice, it had apparently been coming apart at radial cracks propagating in at least three places. I’ve been flying since 1967, have owned multiple airplanes over the years, and I’ve never seen this before. I don’t know what would happen if the bulkhead came apart at 2500 RPM, but the wonder is that, except for needing air in the tire, I would not have seen this problem. It would at least been a BIG vibration from an unbalanced bulkhead and if that went on long enough, loss of the spinner itself seems possible. Just my lucky day.

PA46T. Gotta have the fuel caps out that far to fit 85 gallons in each wing. Going that way in the Mooney in a couple weeks, I’ll get a new picture with a prettier wing.

Wasn't a chaffed wire. Loose screw holding the jumper from the 70A main breaker to the 50A aux buss breaker. Right beside a new breaker for the GI-275 installed last year. Do you believe in coincidence? Removed glareshield, loosened breaker from panel, tightened screw, breaker back in panel, install glareshield. Started, ran, installed latest databases for 275s and 375. All good. Will test drive it tomorrow to pick up a plane at MRN. Got a little touch up paint to do but it should be done within two weeks. Hangars appear mostly repaired, might be done next week. Two days in a row it did not get in the 90s! All is good.

True, I just found it odd when I went googling and that popped up.

Live ATC KPIA, indicates pilot and tower where in contact. About 6 min after pilot had checked in with tower, the pilot announced engine out with an estimated 10 gal remaining. ATC suggested hiway below when pilot said he couldn’t make airport. don’t know yet what altitude this started at but descent rate was in excess of 180 kts till 2400’ and then near Vg from 2000’ down. If it’s possible to correlate flight aware track time to Live ATC recording, it’s suggest engine out was reported at 27min in, which puts it about 2400’ when aircraft slowed down and only about 3 min from end of flight. i am assuming it hit something near the ground to cause 2 fatals. very sad loss. Sent from my iPhone using Tapatalk

Those are the same #4 screws the doghouse uses… there’s tinnerman nuts on the other side. Aluminum tape would be fine if you made sure it was well adhered. You wouldn’t want it coming loose and getting caught up in any linkage, or falling out of the sky on some unsuspecting soul.

Here’s my ship CHT showing a similar needle position with a reading of 363 on the no. 3 cylinder on the JPI. I believe the ship CHT probe is on number 3. This was at 7,000 wide open throttle and 2,500 rpms OAT abour 15 C. Cowl flaps closed. I dont think you have any problem and I wouldn’t worry about it.

That's it. And the lid to the battery box. Assumes your battery is in the back like the rest of the 75. f. A decent sheet metal AP could build the access door. It is wired so the battery is cut out of circuit when the top of the three pins is energized. Will send schematics when I get home.

Had that been the historical term to refer to humanity no one would have objected. Of course we can’t now adopt “Airwomen” because it is an indefinable term except among those intellectual rubes that would appeal to xx/xy. In our modern and enlightened world they simply fail to see the emperor’s beautiful clothes.

For what it’s worth, I had the gas lens on my KX165 switched out with LED ones for about the same price by MidContinent in CA and had a 3-day turnaround time. They painted the raised surface and it looks brand new! https://www.mcico.com/

Happy Friday Mooney Family - So....I've hit what I'm hoping isn't an entirely unique dilemma. I've got a TC100 (12V version) that has failed in my '75 C Model. It's currently at Rudy Instruments but after talking to Mike earlier today, it seems that the cage is worn beyond serviceable limits. Due to parts availability and Brittain being closed, he is very uncertain about their ability to effectively complete the overhaul on it to a quality they'd sign off. I know that it's a long stretch, but I figured I'd start here first to see if anyone has one sitting on the shelf that they're looking to sell. The funny part - it failed on the last day of a 10 day Instrument course which now has my check-ride on hold temporarily. My avionics tech has advised on placarding "In-op" and logging it, which I am fine with, considering that I have an Aspen and it serves as a backup only in that respect. My concern, however, is that it takes the wing leveler and the autopilot out of the equation as well. I'm not too worried about hand-flying for the check-ride without them, but I'm not sure that I want to venture out after as an (hopefully) instrument rated pilot, without those safety margins available to me. From the bit of research that I've done, it seems like my options are pretty limited. Basically, short of finding a serviceable unit, my main option is to have the entire system pulled and upgrade to a newer auto-pilot ($$$$$$$$)... I've given thought to a GFC500, but the path upgrade path sounds painful and I'm told they don't play well with Aspen and cannot receive Heading bug or Altitude instructions from the Pro 1000. Bendix's AeroCruze 100 seems like a viable option, but they're quoting 5-6 months and requiring payment entirely up front. (Been there before and don't feel comfortable shelling out that much that far in advance without a reasonably defined delivery date. Have also had some issues with Bendix Customer support in the past.) Anyone else dealt with this dilemma, or have any thoughts/recommendations on a best path forward? Am I the only one still flying around with a Brittain System? Thanks in advance! Abe

I have a cover plate on the back wall of the nose wheel well. I’m guessing factory since the paint overspray is the original base color. Canvas cloth patches are sometimes used to close out cavities. Use contact cement to attach.

Beautiful scenery! I love the way food is served Italy. Your pics remind me of a delicious red prawn crudo that I had in Cefalu many years ago.

I use speed tape. I’ve considered making cover plates for them, but never got around to it.

The plane just sold. Hopefully a pic of the six seater coming soon!

Probably the first thing I will do to a manual gear system. Up and down lock blocks. It makes a world of difference and way safer.

Ahh, I didn’t realize you have a turbo. Your SF is set to Fixed timing, so it doesn’t have the same issue. Since mine has advanced timing (I’m not turbo) when I’m lean of peak at a higher altitude it’s mostly running off the Surefly firing the cylinder first and the mag firing just after the SF. Your SF and MAG are still firing at the same time with Fixed timing, so it doesn’t have the same issue.

Shadrach for the win!

Lycoming has A service bulletin showing different fuels and their use with different engine models but still states airframe approval is necessary. Not sure if Continental has similar but I would imagine they do.

To be an "aviation gasoline" it has to meet ASTM D-910 standard. GAMI has made no such application or claim. STC required.

On my 66' E model the power access door is part of the side access panel, pilot side empenage. The power receptacle is inside it but not attached to the door, makes it easier to remove the panel .

Contacted Don Maxwell on Tuesday and was able to get the Exhaust Cavity Panel made from Mooney. Just received E-Mail shipping it today.

I’m not going to comment on this pilot pattern distance decision. I will comment on flying an airliner pattern distance from the runway....... that’s expected when flying an airliner, not while flying the Mooney (short, mid or long bodies). I’ve witnessed airliner pattern distances from the runway so many times over the years with, not only a Mooney, but with many other single engine general aviation aircraft. Certainly unnecessary (always possible exceptions of course)!

Since Engine Monitor Discussion is a relatively new category, let's generate some data to discuss.

You forgot to mention to turn off the heater. Actually, the heater is about the only thing that can produce really high CO amounts. You should turn off all air coming from the engine compartment. This includes outside air from the center console. You should open up the overhead vents, no way for CO to get there. If you can get the CO readings down and you feel OK, I wouldn’t do anything heroic about landing.

Yes, I heard Garmin does, and will not allow databases to be updated for stolen units. First thing you ask for pictures of front and back, front to check condition and back to get model/serial numbers. Often for front they will use pictures they downloaded because they don’t even have the unit, always get the pictures of the back end.

Thanks - but that experience has only made me respect that concept that it doesn't just happen to other guys and to realize that there was a good dose of both skill and luck involved in the good outcome. So I am trying to use superior planning rather than superior skill, and not rely on luck.

Perhaps one day when you actually take delivery of your airplane and start writing the checks you will understand how ridiculous it would be for any sane aircraft owner to pay good money to have the harness replaced with the exact same part number harness. A great site to go to where they enjoy arguing about these types of things is Pilots of America. You would enjoy it over there.

If your IA makes you take the harness out and replace it with the exact same part number wire harness, it's not the wires I'd be concerned about replacing, it's the IA.

you would know, immediately, if any of those linkages failed while operating the gear. It would make very loud "banging" noises, the feel of the resistance on the J-bar would change dramatically, and you would probably also experience trim issues. Those linkages are not small components. The way the gear extension mechanism is designed, those linkages bear the load of the weight of the airplane and are under significant load when cornering while taxiing (or if you land not in nose-to-tail trim). They are beefy, would require tremendous force to break, and would release considerable energy upon breaking.

The electric gear is the exact same as the J-bar, there's just a motor instead of a stout right arm. There are far greater things to worry about.

One more and I'll stop. The original Lancairs has 3/8 inch fuel lines. They work fine if there are not excessive bends in the lines, which disrupt flow. But if there are significant bends, the susceptibility to vapor lock is greater. Later versions of these planes increased the fuel line size to 1/2 inch. Cirrus ( which largely copied the Lancair ES), has gone to 5/8 inch lines! There is little doubt this evolution in fuel line diameter is driven by the risk of vapor lock. I don't know the fuel line size in the Ovation and Acclaim, which use the same engines as the Lancairs and Cirrus. But the evolution I just described in all likelihood is driven by vapor lock concerns.

In my Lancair, my personal decision is to take off with low boost (I have high and low) on. Backup in case the engine driven pump fails; helps prevent vapor lock. I'll turn it off in climb, but I wouldn't if it were really hot. I'll leave it off above 10,000, but I wouldn't if it were hot, and it's the first thing I'd hit (along with richening the mixture) if the engine sputtered. I realize this is a Mooney forum, but we're running the same engines, and they don't operate differently based on the name on the plane.

For my plane that’s also true. Here’s the problem, if I crash the plane on the first flight after maintenance I don’t know who to blame….the pilot or the mechanic

Just curious, were the burial costs covered by insurance, or was that on you?

That seems kind of drastic. I probably don't want to work on your field.

Which history are you referring to… all Bravo accidents? How many Long body accidents are there? I can think of one that occurred right after TT was completed… but, that wasn’t a Bravo… (departure stall while transition trainer was looking on….) Let’s take a Bravo accident during transition training for example…. I recall one… There are very few Bravo accidents to select from… and even fewer during transition training…. The lost airman was briefly an MSer… and now has a large safety Fly-in named in his honor… The hard lesson learned… is about turbo exhaust system maintenance… and possibly the value of CO monitors… When you have the budget to acquire or operate a Bravo… getting Transition Training from the most qualified Bravo instructor isn’t a real limit… and that includes flying him half way around the country…. With a hotel room if required… So…. Get something out of the TT…. Go through the effort of all phases of flight, on the delivery flight… in the FLs, using the O2 systems…. Include emergency descent procedures and all forms of navigation… because you can… Insurance asks for a lot… Transition Training during the delivery flight is probably longer than what is required… If you haven’t received TT from an instructor that specializes in Mooney TT…. You have no idea what you are missing… If you are a pro-pilot… you look forward to transition training… to get the most out of it… If you are not a pro-pilot… you look forward to transition training… to get the most out of it… Go Transition Training! Go Bravo! Go Mooney! Best regards, -a-