1967 427

My is a 1966 M20C, as I recall, it was a piece of cake. I prepared it for my mechanic. Didn't have to touch either mag or prop governor, just pulled battery and battery tray. I might have also pulled oil filter, but wouldn't bet a lot of money on the oil filter. (FYI, I do have a gambling problem)

When I had a high oil temp indication, on landing I checked the oil cooler by touching it and found it dead cold. Being methodical I pulled the TC and placed it in boiling water along with a multimeter that has a thermocouple. Both multimeter and the aircraft gauge correlated. Next the vernatherm was pulled and placed in the same water, it didn't open, problem solved. It was replaced with a new 85C or 185F vernatherm. After the vernatherm was replaced, life was good. (now that I think about it the old vernatherm might have had an AD on it)

I suppose writing this is just my therapy to replace actual flying. My left wing tank had started leaking and needed a full re-seal. Knowing that the weather was not going to be conducive for flying, I thought it would be a perfect time to get the job done. Well that being said, I now realize that knowing that you can't fly (at a moments notice) if the weather clears, really seems to leave a hole in my heart. And to answer my wife's question of "Why don't you go flying with a friend?" I think we all know it's NOT the same. I'm hoping that the job will be completed and a break in the weather in the next couple of weeks. Maybe I'll pull the car out and go for a drive, that is if it stops raining. Ok I feel a little better now.

Aren't there app's for that? I downloaded WnB Pro, for one reason only (ramp check! !) in seconds you can show your inside the envelope. Obviously the information is only as good as your setup of arms and weights. In cross checking the app it is accurate, but it really is't anything above a pretty excel spreadsheet.

Had to find an image.

I second that.

Dilemma? No a dilemma is finding corrosion on your wings main spar. What you have is a fun little project. Matching the paint would be great, but I can almost guarantee that something will be slightly off the tint, sheen, or finish. This may not bother you, but every time I would be getting in I would notice it. When I purchased my Mooney I the caps were already painted red, and I love them. Just a couple of observations not sure if you had them disassembled prior to media blasting,, disassembly and a new o-rings are a must, AND l know I am stating the obvious here, but a strong and fuel impervious paint is a must. Just my $0.02

Count me in + the wife! Since we will be splitting time between EAA and family in Sheboygan, I plan on flying to KSBM, then driving to Oshkosh. Can't fish for northern pike in San Carlos, Ca.

I just signed up. I know it's late, but we don't need to eat, we just want to see all the Mooney's.

You will have to zoom in, here is what mine looks like. Slightly less than 90 on one side and very close to 90 on the other.

I feel your pain in trying to determine the real reason for your gauge reading high. Several months ago on a quick little flight, and I noticed the temp gauge almost pegged. On landing I checked the oil cooler by touching it and found it dead cold. Being methodical I pulled the TC and placed it in boiling water along with a multimeter that has a thermocouple. Both multimeter and the aircraft gauge correlated. Next the vernatherm was pulled and placed in the same water, it didn't open, problem solved. It was replaced with a new 85C or 185F vernatherm. After the vernatherm was replaced, life was good for about 2 months. Flying up to Tahoe I noticed AGAIN an elevated temperature, not quite pegged but real close to the red line. On landing I checked the oil cooler, and observed some temperature there, I felt like all was working well, and the reading was false. A couple of days later I fired up and watched the gauge very closely. On a 60 degree day and at start up, it was already indicating 80+ degrees and quickly rising. My first thought was the thermocouple. I spent a lot of time checking resistance reading from the TC, and they looked good. (I'll shorten this way too long post). The gauge was removed from the 6 pack, contacts cleaned, and now it works perfect. Poor contact increased the resistance and gave a high false reading. Now in cruise it sits solid 185 to 190.

Here are the additional close-ups of the wing, sorry it took awhile. Occasionally life gets in the way of flying.

There are 2 Mooney's that, in my opinion are not airworthy at my airport. (Again this is only my opinion, I am not an A&P). It might be difficult to see in the picture, but there is a sawhorse holding up the wing. This plane was tied down near the tower, and there the wing was actually laying on the ground. It was recently moved to its present location - out on the back forty. The other, sorry I don't have a picture, is a Porsche Mooney. It does look airworthy....other than the moss all over it. At one time I considered tracking down the owner and making him an offer, then I researched what it would take to transplant a real aircraft engine.

Since we don't have any kids, I concider these as my children 1967 427/435 roadster and my 1966 M20C. The second picture also shows my first little bird 1973 C150L. My wife said something had to go (me or one of the kids) . . . Just kidding

SolidWorks will be my stating point, but I do not have access to the add-on utilities to have it spit out an answer. I will take the solid model an input into a stress analysis software to complete the calculations.