Andy95W

For simplicity (which translates to inexpensive ownership) you really can't beat an M20C with manual gear and hydraulic flaps. Operating costs about the same as a 172 with 40 knots more speed. And about the same acquisition cost, as well.

This thread proves that at least some of us like a good pole...

Strip and paint the engine mount. While it's off, take the time to clean/inspect/repair everything on the firewall that is difficult to get to.

You should use the parts called for in the Parts manual. The bolts themselves are standard AN parts with no differentiation for "tension" bolts. They're all the same. Later years might've been drilled/tapped differently, or had a slightly thicker spar at the attach point. That may be why they're a touch longer.

For SB 208, they're standard bolts, so you could order them from Aircraft Spruce. For the other bolts, they're all spelled out in the parts manual.

I hadn't noticed this before. Thanks for pointing it out.

I used it to cover the window frames and ABS plastic on my Aztec. It works well on convex surfaces, not as well on concave surfaces like my 1964 M20C. For my current airplane, I used headliner felt instead. Contact cement worked very well. The material doesn't really stretch as well as you'd hope, you'll end up cutting darts for every corner and pull the individual pieces around the corners. I covered all of the window frames with 1/8" foam before covering with the Ultra Leather to promote a little more "give" to the material as I stretched it around the corners. For window frames, I used 4 individual pieces, each individually applied, since the material won't stretch enough. I sewed a hem on the horizontal pieces to make it appear that the whole cover was stitched together. A lot of work, but worth it. Sorry I don't have any pictures of my Aztec interior covered in Ultra Leather.

I voted for #2 because as I get older, I've found you really can't beat a good bowel movement.

And you had a great day for it!

You would just have to stay below 10,000' MSL and fly around Class C airspace and outside the Mode C veil of Class B airspace. You can even file IFR without it. Not worth it to me, but to each their own...

This guy made me some "Mark 21" stickers that are a perfect match for the OEM, and an old Mooney bird for my tail as well. Plus he owns a 1962 M20C. http://www.aircraftstickers.com/

Really nice work, Byron.

Umm... okay.

The biggest sticking point is that aircraft seat belts are TSO'ed, which means that whoever works on them will need to understand that TSO document and do the work in accordance with it. And they'll also have to be willing to be responsible for furnishing documentation that shows compliance. Could the work be done by any local upholstery shop, or even your home sewing machine? Sure. But I think for the relatively low cost, I'd rather have the belts, and the paperwork, be right- IMHO.

Paul- ask around at the airport where you keep your 252. One of those guys is probably a United pilot who can recommend an AME who “gets it.”

Army 7, Navy 31 Oh, well. It's still better than losing to Air Force!

Go Army, Beat Navy!

Honestly, you’ve described a couple of perfect missions for an M20C. And at the price you’ve mentioned, as well.

Well, I'll be dipped in molasses. I sure am glad I don't have to worry about this anymore. It's y'all's problem now. (I will still maintain that unless your dog is a licensed pilot, he doesn't qualify as an occupant under 61.51.)

I've been around aviation for a long time and I think this is one of the stupidest things I've ever heard. @ilovecornfields 's instructor really needs to talk to a local DPE to see how this is actually interpreted by his local FSDO.

Yes, I do! I'm not sure if it's changed (and I doubt that it has) but when I took my Commercial checkride back in the 90s, "Solo" meant without an instructor present to provide assistance, with the implication that another pilot also did not provide assistance. My solo cross country was one of the (many) cross country flights I took with my wife (who is not a licensed pilot). When I was instructing 20 years ago, this was exactly how I sent my students for their checkrides, and never had an issue with any DPE or the FSDO. And with more than a year and a half of flight time at this point, I sure as hell ain't gonna start logging that now.

A few years ago (maybe 20?) even the FAA agreed that "solo" time is actually PIC time, because every flight has a pilot in command, even if that flight was commanded by a student pilot. But once you get the private license, it simply doesn't matter for anything. Please ask your current instructor why he thinks you should be logging both. If he can stammer out a reason, please post it here on MooneySpace. After some of the aerodynamics discussions, we could use a good laugh!

O-360 A1D

My O-360 is about the same. About 12 hours for the first quart, then about 8-10 for the second quart. After that I generally change it anyway due to months.