Andy95W

McFarlane. Not FAA/PMA, so you’ll have to work with your IA to install it. https://media.mcfarlaneaviation.com/documents/VERNIER-ASSIST_THROTTLE_SINGLE_FORM_Rev_F.pdf

@hammdo made one recently, IIRC.

You can have the best of both worlds with G5s.

Bladders are from Griggs Aircraft: http://griggsaircraft.com/fabrication/mooney_bladders The STC is for the M20C and above, but it wouldn’t surprise me if they have worked with M20Bs in the past under a Field Approval. They are about $10.5K, and you should give them a call if you’re interested.

Well, Napoleon stayed there just before Waterloo in 1815. He must’ve trashed the place.

We just talked about this a little bit ago. You’ll see links for the inner tubes with 70° stems that are made of the same rubber as the Michelin Airstop tubes. Also, you can send a message to Jim Peace and ask him what he bought.

And it’s incredibly accurate, as well. In this case, it’s measuring fuel pressure with digital accuracy from a mechanical pump that was designed about 80 years ago. A fuel pump that is basically a plunger pushing on rubber diaphragms, which then moves the liquid into a mechanical fuel injection system that was designed 70 years ago. Variations in engine rpm, tiny air bubbles moving through the system, slight turbulence, changes in altitude, bank angles, change in AOA could all have a slight effect on fuel pressure. The indications show that the variations decreased as the flight progressed. I would surmise that was from the engine (and fuel injection body and servo) becoming more uniformly heat soaked. I'm not saying that you don’t have an issue, but for now I certainly wouldn’t lose any sleep over it unless something changes significantly. The most important thing is your fuel flow, which is nicely consistent.

I’ve seen some worn seat rails before, but never any that would let the seat slide back on it’s own. What I HAVE seen, in that regard, is gunk in the holes on the seat rails. Dirt/carpet fuzz/other gross stuff gets jammed inside those holes and prevents the pins from seating fully. Usually it isn’t even noticeable- until you dig it out with a pick, then alcohol and q-tips (if necessary). I can’t guarantee this will fix your issue, but it’s definitely worth taking some time and trying.

When I was an active CFI and doing retract gear checkouts, I had one favorite way to distract a student. After numerous flights around the pattern, watching as putting the gear down became a habit, I would ask the student just before midfield downwind, “what’s your family doing for Christmas this year?” For a new retract gear pilot, it worked EVERY time to distract them. On final, with the gear horn blaring, I’d ask, “what’s that noise?” Most thought it was the stall warning. None noticed it before I mentioned it. After finishing the lesson, we would talk and I’d tell them how normal their reaction was and hopefully they would carry the lesson forward with them. Our spouses (wives, husbands, doesn’t matter) notice our increased alertness in the traffic pattern and will pick that moment to start a conversation. I suggest talking about it beforehand, by telling the spouse about the sterile cockpit concept while in the traffic pattern. Someone here (maybe @Hank?) has said their spouse has one job in the pattern and that’s to ask if the gear is down when on final approach. If I’d thought about that when I was instructing, I would’ve suggested that. For single pilot operations I’ve always suggested the triple check: downwind- drop the gear and do the checklist. Base- verify green light(s). Short final- look at the runway numbers and say out loud “I’ve got the numbers, I’ve got a green light.” Hopefully one of those three will catch a mistake. And I always try to remember “There but for the grace of God go I.”

Unfortunately, one of the software “upgrades” for MooneySpace limited everyone's data allowance for uploaded pictures, so we lost a TON of knowledge from the site ( @mooniac58 can explain better). But hopefully @N6758N can repost some of them. I’d like to see them again also.

Older avionics had/have a tube on the back of the rack that the hose would fit on. Modern avionics tend to not need additional air cooling unless they’re being operated in significant heat like the desert. It’s possible that the avionics shop that did some of the installations didn’t bother to connect the hose to any of the radios but just capped off most of the ports and pointed the one remaining to the backs of the whole radio stack. Easier than removing a functioning fan that could still do some good.

That looks like an avionics cooling fan.

Mine is painted, but the red has discolored in the concave portion above the exhaust pipe. I’ve thought about painting flat black high temperature paint inside that concave portion. It would be basically unnoticeable unless you stick your head under the airplane.

Asked and answered in 8 minutes. Take that, Beechtalk.

Yes, I agree, that’s what they look like. I just went back through my old Aircraft Spruce orders, the 70° ones were what I ordered and installed. https://www.aircraftspruce.com/catalog/lgpages/aero_06-03303.php Bought them 4 years ago. I still only put air in twice a year, once at annual and once when the weather gets cold (which shouldn’t be an issue for you. )

Those crimp connectors lead a hard life in a hot, difficult environment. They don’t last forever. Connector failure is far more common than alternator failure.

Exactly. We had an engine guy that did beautiful work, did everything IAW the Lycoming overhaul manual to include stripping and paint work. Farmed out all the machine work to DivCo. “Overhauled” cylinders himself with all new parts. But when it came to the logbook entry, everything was an IRAN for insurance purposes. I guess the insurance companies didn’t want to be on the hook for the next 2,000 hours because our shop did an engine overhaul.

The word “overhaul” in the logbook entry. The shop where I worked 25 years ago had liability insurance that covered what we did. The agent was blunt and told the owner, “if you say the word ‘overhaul’ I have to raise your rates”.

@Jim Peace

Please remove your copilot seat, put it there, and take a picture.

The valve stem is perfect for the pre-1965 wheels like our ‘64s have. No part of it even comes close to the 3-screw dustcover on the wheel. If I had a picture I’d post it, if I get out to the hangar tomorrow I will. I believe Richard @Skates97 recommended them to me.

Jim- @Jim Peace- I wholeheartedly recommend the tubes below. Made from the same rubber as the Airstop tubes, but with the angled stem for the old wheel style like ours. Good quality, and I only put air in twice a year. Once at annual, and one at the first cold snap in November. https://www.aircraftspruce.com/catalog/lgpages/aero_06-03303.php

And every example is better than my poor attempts at Haiku!

It’s a Haiku, Mark, not landing instruction. And considering how quickly he made it, it’s pretty good!

The last US Air flight was in October 2008. After that they were all “Cactus” because the old America West bought them. So this was quite a while ago. I wonder if the NTSB is done with their investigation of this incident yet?