neilpilot

"check gear"

Assuming your fuel cans are not metal and don't have an integral bond connection, you can reduce the chance of a static discharge by decreasing the distance between the discharge nozzle and the fuel in your tank and decreasing the flow rate. If possible, you could consider immersing the nozzle just under the surface of your wing's fuel to eliminate any liquid free fall. Another method is to attach a metal chain from the end of your nozzle that will drop into your wing, but this is more difficult and not always practical. Remember that electrical bonding, not necessarily grounding, is the way to mitigate static.

In the 70s I worked in Niagara Falls for a company that had a pharmaceutical operation in Arecibo. The plan manager lived in San Juan and when the weather cooperated, which was on most days, commuted to work from TJIG to TJAB via his C172. He parked a beater at the Arecibo airport. I flew with him 4 of the days I was visiting the plant, and on the flight back to San Juan the 2nd day we overflew the telescope. I was amazed, since I hadn't previously known it was there. That was in 1974, and it was a bit newer back then. BTW - The drive to the plant was only about 1.5 hours from San Juan, but it's way more fun to fly to work.

I lean severely for ground ops, so the engine will stumble or quit when the throttle is advanced before I even get to the runway. So it's virtually impossible for me to attempt a departure leaned for ground ops.

Presumably, other than ferry to maintenance this aircraft hasn't flown in over 4 years. Suspect last annual was July 2015.https://www.aircraft.com/aircraft/166494901/n5783d-1985-mooney-m20j-201 Could be that the windsock that it hit is in better shape. http://www.kathrynsreport.com/2016/01/mooney-m20j-201-n5783d-incident.html

Consider either buying another oxymeter (they can be had for ~$20), or borrowing one from a friend. Unless you sometimes wear nail polish , I suspect yours needs to be replaced. Of course, I'm assuming the battery isn't the issue.

Of course, while O2 obviously promotes combustion it doesn't burn.

Temperature isn't the issue so much as O2 concentration. There are many common items that, while not flammable, can readily burn or even explode if exposed to high O2 concentrations.

Flammability rating reflects the propensity of a material to burn under normal conditions, i.e. ~21% O2. While Vaseline isn't flammable, it can easily burn in an elevated O2 environment.

Similar experience when Don did the prebuy on our 65C back in 2012 - 25 airworthy issues and an additional 22 recommended items.

As PIC I only allowed a passenger to smoke in my aircraft on one occasion. The DPE that administered my Instrument check ride back in 1990 wanted to smoke. I said not in my Mooney. He then gave me an ultimatum - either I allow him to smoke or I would need to find another DPE. I relented, and did pass that check ride.

Isn't it obvious. Keyboards in the UK, just like their US brethren, position the "D" adjacent to the "S".

My flying club back in the 70s had placards installed on our 3 Cs: No Smoking First 2 Rows

I tied a nylon cord to a very lightweight plastic folding stool. Becky would hold on to the cord as she stepped onto the wing. She hated the stool, but it worked.

Usually not an easy task if, on arrival, the pilot is typically waiting in the aircraft for the front seat passenger to disembark.

Deactivate auto-extend or pull gear motor breaker?

You mean as described by kmyfm20s just prior to your post?

3) When you switch heat on, look for a deflection in your mag compass.

Unfortunately you will need to ask Mooney for help. I'm not sure your MSE is airworthy without a complete POH onboard.

Years ago the oil rod separated from the cap on my IO-360-A1A. I took it to work and had a welder reattach the rod. It was an unapproved repair that was never logged, but I'm likely protected by the statute of limitations.

https://www.ebay.com/itm/Sept-1968-DERRINGER-N7597V-Aircraft-Vintage-Plane-Airplane-AD-/401774183276 Not the aircraft, just an ad

Bought my first Mooney with around 120 Cessna hours. Decided to get used to the M20E first, so I started training for my IR only after around 50 Mooney hours.

I can't see that from the price history. Doesn't it seem obvious that the $479M price was a typo that was immediately corrected?

Interesting question. I owned a 64E that, as far as I could tell, never had static wicks. The 65C that we purchased in 2012 had wicks, but I have no idea if they were OEM.

Go ahead and make that change