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Pick any parts you want. The only thing it will guarantee, is that you will never need that particular part.

Your logic and sound advice has no place here. Move along now…

That number for sale changes all of the time. The problem with STCs is they get orphaned over the years as things change and you are left to figure it out. One major expense they are not counting on is that the cowling on the M20R would have to be completely changed out out for cooling purposes. To develop that and manufacture it for 10 initial orders isn’t going to happen. Buying the Carbon Fiber Acclaim cowling has a list price of close to $20,000. If they had ten orders today and began developing it, by the time they got the STC approved, it would be many years. If you’re interested in a turbo buy one that’s already in the field and has gone through the development and approval process and the initial problems have been worked out. Where the Tornado Alley, etc Turbo conversions have succeeded is for manufacturers that didn’t offer a Turbo

Spare tire tubes, spark plugs, cowl fasteners, cleaning supplies, tire pressure gauge, basic tools. Here's the most important one: a savings account that is loaded every month with at least $1000 to establish a prudent reserve for unexpected maintenance items ( keep it separate, do not use to pay for fuel, etc). Sent from my Pixel 5a using Tapatalk

My new C is on her way to the A&P to start the pre-purchase inspection this morning. I'm doing an annual as the PPI with special attention given to checking for corrosion but, this plane has lived it's life in relatively dry climates and is flying regularly so I really don't expect to find anything. If all goes as planned, this time next week the deal will be finished and she'll be all mine! I'll stop by the shop a few times next week and get some pics as things progress. You guy send good thoughts my way that it all goes as planned, please!

I'm sorry that your experience at PRB with jets is so bad. I can assure you that when a jet driver, I had exactly the same the same goal as everyone else in the pattern: a safe operation. I have done many (many!) go arounds, and extended patterns to accomodate slower traffic that had the right of way and many that didn't. A VFR pattern is a "high-tension event" when flying a jet into an uncontrolled environment. Mr. Moneybags, in the back, pays a lot of money for a safe flight, that's what his pilots are providing. Being first, fastest, or badest is nowhere on the list of priorities. As an aside, thank you to the many (many!) pilots who voluntairily gave way in the interest of efficiency and safety.

Mine is FIKi. With a turbo, parachute and gross weight increase it’ll be perfect. That’s not too much to ask for, right?

Before learning of the upcoming Whelen LED recognition light for Mooneys, some hangar elves went to town on a CAD program and a 3D printer and this prototype picture popped up. I hear they might be turning that into a professionally printed version using high temp plastic and a proper reflective surface, too...

A post-annual runup failure on something that was working fine pre-annual is most likely maintenance related rather than an equipment failure, I'd think. Something may have gotten knocked loose or not put back properly. Was the prop taken off during annual by any chance?

For those who enjoy tinkering, a scavenger hunt now and then and a little elbow grease, the Brittain system can continue to provide excellent performance. Here is a screen shot of a recent flight using the PC, Accu-Flite, Accu-Trak, Dynertial and Alttiude hold to full potential. Engaged shortly after take-off and turned off shortly before landing. The few turns were using the heading bug to remain VMC. The system will track an ILS or LPV reasonably well in lateral. The dynertial won’t track a glide slope but can be set to manage a constant rate of descent that will help on GS. Some systems are approved for approach, some are not, but the workload reduction is huge, either way. For those with a partially working system, they can really be dialed in if you enjoy a challenge. Altitude hold is a little more difficult to maintain, but it is possible. Requires some trim input at first, but once trim is set it does a great job.

That’s a routine SAIB announcement. It has nothing to do with your plane or your flight yesterday.

Cable on my 75 M20F broke. My IA, Rich at MEV had MacFarlane make me a new one with the push button lock. Cost was $285. Works great!!

So, I have had a Vividia borescope for a few years now. But the newest version, 5, I believe it is, is night and day difference over the old lower resolution scope. The latest version is a high res scope that takes great photos and video. If you want a fairly inexpensive borescope then I recommend checking these out. And I don’t get any money from them. Just a very satisfied user. I am having an issue with one of my cylinders. I am not posting these pictures to get advice on the cylinder so please refrain from that. I am posting them to show you the difference between the old version of the Abelscope and the newest version. And it is not terribly expensive either. I think it was around $300 or 350 for the WiFi version that connects wirelessly to my iPad. So just a positive pirep in case anyone was looking to invest in a borescope. So the first image is from the latest version of the Vividia Abelscope. The second image is from the older scope with low resolution.

@Browncbr1 and @chriscalandro: thanks guys for the offers. Spun the knobs. Flew the test fight. All good.

Don’t confuse me with the facts. I’ve already told you more than I know

Intake riser gaskets, spark plugs and copper washers

Been to Bar Harbor many times and do agree that anyone reading this that hasn't been there and is in range, you should go. We'd often call multiple place on a Sat. morning on the way to the airport and see if anyone had a cancellation. If they have, they'll usually let you stay only one night and not the typical 2-3 nights (in the summer). If we can't find a place to stay, we'd either do a day trip or try another place like Nantucket.

Eric covered this one in detail. The only thing I’ll add is that from a practical standpoint, I’ve never noted the need for a “hotter spark” (higher voltage) from my ignition system as the engine is currently configured. I believe it would take a number of modifications to other aspects of the engine before a more robust spark would prove useful. As it stands, I don’t think it makes a lot of difference operating a stock Lycoming with 8.7:1 pistons and 25° of advance.

Make sure that the GTN is not in OBS mode. Since the auto switching from GPS to LOC occurs, the GTN appears to be working properly. If the G5 HSI isn't autoslewing, it might be a misconfiguration of some sort. I'd have the dealer figure it out.

Are you something like the good soul around here in this forum?[emoji6]. Thanks. For now I will put my money into the essentials, as much as I would love to have LED‘s all around. (I did that in my old cars). But: First things first[emoji3526]. Gesendet von iPhone mit Tapatalk

Entry door is returned to the right side of the fuselage… +1 for shoulder belts!

I looked for original post and couldn’t find it but somebody was asking about autopilot buttons on vintage yokes. Hector at Aerocomfort built this when he redid my yokes. The PTT is some red neck engineering that I have never gotten around to fixing (the original fastener vibrated off and couldn’t find).

Check out "Knots2U" for the wingtip lens: https://www.knots2u.net/search.php?search_query=Mooney+wing+tip+lens

Hello : I did make few flights after repair and replaced new fan, about 10legs, 15 hrs, and is working fine so far

Oh so true! I’ve got enough stuff stashed away that I could be known as “Aircraft Spruce North”. Sent from my iPhone using Tapatalk Pro

I guarantee I will now need a camlock and a plug, but I’ve had my F for 8 years and never kept spare parts. Actually I take that back, I do have belly screws and tinnermans but that’s because I replace those with new if they even look at me wrong when I take off a panel. Look at your ipc and get belly screws (maybe a couple types), inspection panel screws, and possibly cowling screws. Get a screwdriver with good bits and possibly a 3/8 stubby wrench to leave in the baggage just so you can always remove the cowling easily and look around. Otherwise put together a survival kit. Maybe get some proper cleaning products too. You’ll use them. Wash wax all blue and red. Microfiber cloths and plexus or novus 1 for your windows. Maybe some decent wax. All that stuff you’ll use. Parts? Definitely won’t need them if you have them on the shelf.

Not true at all. I've spent a lot of time and money chasing the gremlins out of my plane and getting it exactly how I want it. I will never sell it (here's hoping this post ages well).

I’ve long thought a turbo normalized ovation by tornado alley akin to the turbo normalize io550 bonanza would be the best Mooney by a wide margin.

I am in the process of preparing a little YouTube Video about it [emoji846] Gesendet von iPhone mit Tapatalk

Today’s big picture and technical skill award is handed to 47U! Multiple time Eagle Eye award winner… M20Doc… Nice work 47U! +1 for getting the seatbelts updated…. We have seen a lot of off field landings over the years….. and loss of control while on the ground… Best regards, -a-

+1 for use of snubbers when the pressure in the line is always varying/fluctuating… typical of air flowing into cylinders with intake valves opening and closing… The old analog gauges couldn’t react fast enough, so they supplied an average that worked pretty well…. Some use internal snubbers… Often, on mechanical MP gauges there is also a calibrated weep hole…. Primarily to keep fuel from being sucked into the MP gauge on shut-down…. But also adds to the averaging effect… An engine monitor may be collecting data about once every second… it may be showing data from anywhere on a sinusoidal line… depending on how fast the sensor really can read the pressure… Some data collection devices use an averaging technique… the Ceis fuel level instruments use an average of data collected for a handful of seconds to mellow out the waves that occur in the fuel tanks during flight… Its cool having digital accuracy… until it becomes overwhelming… We had @Bob_Belville explore this challenge a few years ago… Bob was an electrical engineer… He made it a challenge to hound JPI until they came up with a proper answer… Unfortunately, Bob is only with us in spirit… Fortunately, Rags has the ability to deliver where Bob left off! Thanks for sharing the details again Rags! Best regards, -a-

Ugh, sucks. It was a mistake someone moving my plane while I was there, no one to blame. At least there is a flap for sale... https://www.ebay.com/itm/353320237058 will have to see what the mechanic thinks, but seems like it's going to be a few AMUs then. Thanks for the info

+1 for Bar Harbor. Sent from my iPhone using Tapatalk

Ha! I thought it use to have a pass/fail box, but clearly that was too easy. Now they make you read the fine print on page 1 and instead of “pass/fail”, they used a 45 word sentence to describe pass/fail.

The only green area here is right over the septic tank

Ditto - mine has no red... -Don

if there are NO red boxes on the report, you pass

Yeah, it’s called Hooverphobia. Sent from my iPhone using Tapatalk Pro

Unfortunately the one Charlie weight that was installed at the factory was removed just a year later by previous owner so can’t get any weight savings there. but 11lbs off the nose would help my nose heavy cg i have now as I’ve seen 20 extra pounds in the cargo compartment offset the nose up trim enough that at the same power settings, i go a little faster than without the weight. Also less trim changes for landing and lighter pull back on the yoke in the flare.

I don't know the details, either, and getting air to break down and arc in a controlled fashion across a variety of pressures and temperatures involves more than just the EE part, so it wind up being a bit specialized. That said, even with the same plugs with the same gap and the same resistance you can change the characteristics of the spark by increasing the applied voltage (which I always think is what somebody means when they say a "hotter" ignition system, they just cranked the voltage up). Electronic ignition often gets a "hotter" (aka higher voltage) spike out of a coil to create a spark because they're using a longer cycle from a more consistent electrical supply than just what you can induce with a partial turn of a magnet. A coil can charge over a longer period with a constant input supply in an electronic system, but relies on a partial cycle of an induced current from a moving magnet in a magneto. So while a magneto is more than adequate, one benefit of an electronic system is potentially higher voltage at the plug, or longer if you want to engineer it that way. There are probably a lot of tradeoffs to be engineered for managing the spark itself, but I don't know much about the relevant details of that part of it for improving performance. The magneto spark gets weaker at lower rpm, since the magnet can't induce as much current in the coil at the lower speed, which is why we have impulse couplers, to snap the magnet at a higher speed for a cycle when it needs a spark generated. The electronic ignition likes the lower rpm because it can charge the coil even longer before it needs to generate a spark, so the opportunity for a "hotter" spark for startup is good at low speeds, especially for startup. One advantage of the dual mag is that the impulse coupler fires both sides instead of just one, so you can get spark on both plugs during startup. You can do this with separate mags as well by putting an impulse coupler on each side instead of just one.

That’s a valuable information. SoI will put it in the after landing checklist. „Recognition lights - off“ Gesendet von iPhone mit Tapatalk

Yesterday I posted a panel picture of my first Mooney showing a Narco Mark 12 radio. The picture was from an old album (remember them?) and kind of blurry. I was about 65* outbound from a VOR, frequency 114.3, 18 and a half miles. Tach time was 2530. Abilene? First dozen or so trips to Carlsbad, NM, I tended to fly airways or at leas between VOR. The heading matched the leg from Abilene to Bowie. Checked my old records there was a non-business flight that matched the tach. 9/20/1982. It was a rough couple weeks. We were building a carport and I wound up having surgery. Before getting home, we got word Penny’s mother had a brain tumor and needed surgery at the end of the week. I slept for two days, we went to the airport and headed west. Yep, young and stupid. Charlotte to Little Rock to Lubbock to Roswell. Getting ready to depart Lubbock, we saw a Bellanca retract the gear during the landing. First bent metal I had witnessed. Mom got the surgery, removed a tumor the size of a baseball. It was successful but began a twenty year downward spiral. A few days after the surgery we were going down to Carlsbad, Penny and her dad to rest for a couple days, me to get a night’s sleep and then head home and return to work. In Roswell, the wind was blowing 35 with some pretty good gusts, typical NM. The FBO had told me to request 31R, which was the taxiway right in front of their office and directly into the wind. From their ramp, the Mooney was in the air before the taxiway. The next day was Carlsbad to Little Rock to Charlotte. There were three trips to NM that year. Only one or two each year for the next twenty. All that from a picture.

Sheriff, Just yesterday, while completing the annual inspection, I spent few ours on my back under the panel diagnosing the landing gear warning system. Lights were working OK sometimes red would be somewhat dim. On mine, the horn would not sound with gear up and reduced throttle. Horn was tested good and seems that issue was a manual gear switch (BZ-7-RWT80). I had some really inconsistent measurements on DVM - output going into Throttle position switch was 8.9 VDC that would go down to 1.0. Removing switches and cleaning with contact cleaner brought the Horn up to life and scared me to death! All working now. Anyway, googling the switch p/n showed it at Grainger for $25.00. I might just buy it for a spare. Our plane (born side by side in the factory) are well over 55y old and electrical connection can have a lot of corrosion, switches warn and such… Good luck solving your issues.

When you exceed the tow limits, the tow bar snaps off because it gives way at the weakest point, the attachment. I had an airplane come loose from the tug during push back. It was a MD-88 at IAD. As we pushed straight back the driver started to slow for the stop. I heard, "Captain! The to..............." then nothing. I looked out saw the tug moving away from me but I was not following. I looked at the tug and it had no tow bar attached and the pin sitting on the bumper. Concluding that the bar had never been pinned to the tug I then had the job of stopping an airplane rolling backwards without putting it on it's tail. Very, very sloooowwwly apply the brakes.

Just got back from a trip down the West Coast from Oregon, with stops in SQL, MYF, SMO and MFR to visit some family and friends this summer. Some comments and photos in no particular order: It was hot. My wife got some evaporative cooling vests that worked pretty well. It has hydrogel pellets in some pockets, so it doesn't have to be soaking wet to work, and retains enough water to last for most of the day in the heat, especially in Medford. Airport PIREPs: I hadn't realized SQL has no self-serve fuel, so remember to call Rabbit Aviation ahead of your departure if you need fuel from the fuel truck. SQL is a relatively short runway, and after touching down I braked firmly anticipating this, and then realized with embarrassment I still had about 1000' of runway left (8 kt headwind). Transient parking was available on a Friday afternoon. CrownAir in MYF was fantastic and they helped out with getting the rental car. Their tiedown cost isn't cheap ($20/night) compared to transient ($9/night), but when I was last at MYF, transient was completely packed so I didn't want to worry about finding a spot. As it turned out, of course, MYF was pretty quiet when we arrived. There is no self-serve fuel at SMO either, the only SS pump is for UL94 fuel, by decree of the Santa Monica Homeowners Association. You have to call Atlantic for the 100LL fuel truck at $8.50/gal. Transient parking is $20/night, and there's a $24 landing fee (the best argument I've heard against touch-and-goes ) I fly into Medford frequently, and Million Air there is always great. Lot of firefighting ops going on right now, and when we were there I saw a weird sight of a Marine UH-60 and AH-1 being refueled by the FBO Some ATC shenanigans: While on an IFR plan, I vaguely heard someone identifying themselves as "Icon" and it sounded like he was going in the opposite direction 1000' above me. I vaguely thought that was odd, since the Icon A5 wasn't IFR capable, and wasn't sure if it was capable of getting up to 11,000' MSL either, but I was curious to see one for real. Then ATC called me and said I had a C-17 opposite direction and would I like vectors to avoid wake turbulence, and I said "that'd be lovely." We spotted the C-17 about 20 nm (!) away, and as we came within a couple miles, the C-17 called visual on us. At that point, I realized he was using the callsign "Icon", so I thought it was funny I was expecting to see an Icon A5, and instead saw a C-17 up close Anyway, kudos to ATC for offering On the flight down from SQL, I picked up IFR in the air, got new routing, then realized a couple minutes later when talking to the next controller that the new route put me through a restricted area around the Hunter-Liggett military area. I asked the new controller if the area was active, and she said yes and that I'd need to avoid it. When I pointed out I was on an IFR plan, there was a long pause, after which we negotiated some vectors and extemporaneous routing. I suspect my IFR plan got lost somewhere crossing sectors, and the next controller thought I was VFR. No harm done, since we were in severe clear, but my wife got pretty nervous listening to it. The northern California fires continue, although the surface winds and winds aloft have been helpful, so the smoke wasn't too bad except for directly over the area. I took the coastal detour through the Oregon/California border both ways. Radio reception with ATC there can sometimes be a little spotty, though Strange sight in Medford Landing MYF San Diego coast San Francisco and Bay Area from the east Landing SQL Oregon Dunes near Coos Bay

@r0ckst4r The convoluted tube is P/N 1120 Inside the convoluted tube is an inline strainer P/N 4664 This tube/strainer feeds directly off your tanks to you main metering pumps. My best guess, based on the pictures, is the convoluted tube my have a small crack at or near the hose clamp causing a slow leak. Further investigation would be required though.

Hours on the bulkhead itself unknown for sure, but the prop has about 9 years/650 hours on it. I’d assume the bulkhead was changed at the same time. (Yeah, I know, I know.) It is plastic but it’s a pretty heavy duty plastic.

There us nothing wrong with being a little OCD about gear checks.

Did this when my grand son was just months old and then had him fly with me as he got older. He is now a graduate of UND bachilors programe and instucting. Commericial heliocopter with double II as well as being checked out in my M20E. Start them young and create the interest. I am so blessed tat happpened. DD

I agree with you, it does limit the use of my plane. I don’t judge or disparage people who utilize the system. It’s obviously proven and capable. I just personally don’t wish to experience that again, and since all of my flying is discretionary, I’ll wait for favorable conditions, or buy a twin, which is what I did…. I doubt I will take that into known ice either!! I’m a big ole chicken!!