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Sorry for your troubles but so very happy for the wonderful outcome. Great job Amelia!

But then again I camped right next to Mike at Oshkosh and I swear I heard him and the Mrs. talking in their tent with a British accent so may be 5 operatives. I also think he had nightmares as I awoke one night to screams of AOA AOA coming from his tent. Sent from my iPad using Tapatalk

IDK, nothing's on the news here about a "Bay of Parrots". Sent from my iPad using Tapatalk

Don't think we didn't notice but I do my best to not become involved in CIA matters. Sent from my iPad using Tapatalk

And as far as technique goes, don't dismiss what Cyril said earlier. If you let your fuel pressure rise and stabilize before going full rich on the mixture you may get a more consistent dose of fuel into the cylinders. I also prefer to do this with the throttle set (priming only) at the WOT position so that every start is the same flow rate. That's WOT, boost on until full/steady pressure, full-rich mixture for 3-6 seconds (then back to ICO), retard throttle to ~1,000-1,1000 rpm area, then crank. Has worked for more than 300 straight starts with my IO360-A3B6D. The only thing that varies is the time your mixture is full rich. Don't forget to pull the throttle back to high-idle before turning the prop over though. Honestly, every reply I've read should get it running, so keep the Slick Mags in your zone of suspicion.

I'm enjoying reading this thread immensely! I think Andy's a hoot and I truly appreciate his temperament and I bet you're a blast to hang out with, seriously. Reminds me of another guy who joined our group on a big dive-training trip to Florida in the '90s. We ended up at a high-end strip club in Lauderdale one night and as long as "Jim" was nearby the ladies were quite entertaining, but the minute, no the second he left the club it was like the remainder of our group contracted leprosy. LOL! Those girls could sense who had money and who did not like a bloodhound senses escaped convicts! Something must be wrong with me 'cause I actually LIKE working on my plane. I don't necessarily do it to beat my mechanic out of a few bucks but neither could I afford toss him my keys and checkbook on a regular basis. I'm also not fond of over-paying for parts. A 50% markup plus $20 shipping on your non-stock air filter isn't what I pay, and paying well over $500 to replace a $250 tire&tube isn't part of my maintenance plan either. But I have no resentment for those who can afford this approach and choose to pursue it. I certainly mean no disrespect but my ownership experience has been much more positive than Andy's. I enjoy flying and working on my plane, and purchasing it was a decision based more on convenience and emotion than economics. I'll say for the OP's sake that I couldn't do what I do sans a hangar and would not be inclined to own a nice plane on a tie-down only. YMMV. Sent from my iPad using Tapatalk

IIRC the first time was a configuration error which didn't fix it. After further investigation Garmin indicated that the position source provider (GNS530W) had to be updated before the data was usable by the ADS-B Out unit (GTX330-ES). Hopefully by now the shops are familiar with the whole setup. I thought it was silly that they couldn't test it before I flew away but they basically said "try this". Sent from my iPad using Tapatalk

Agreed, there should be no electrical issues. The problems occur when it penetrates the servos' clutch mechanisms thereby "lubricating" the friction plate(s) and upsetting the delicate setting that allows you to manually overcome the control forces if needed. Sent from my iPad using Tapatalk

Under a pint? I need a better fogger setup.[emoji846] Sent from my iPad using Tapatalk

Tube failures preclude reinflation. Bob and Bradp are spot on; buy the best tubes money can buy (Michelin Airstops) and carry the necessary tools (don't forget wire cutters) to remove the inner gear door. In fact, as soon as you've given notification of the problem start removing the door immediately, before help arrives. They may give you grief but won't drag your plane off with you laying in front of the wheel with the door dangling. Otherwise you'll most likely end up with a badly damaged ~$1,000 gear door because of a lousy flat tire and impatient FBO. Sent from my iPad using Tapatalk

Good info Jim. Another thing to consider for those not seeking the rebate is that without a successful Performance Report your installation may not be in compliance with the 2020 mandate. The installers cannot verify your compliance; you must do this yourself with an aerial test. I suggest doing this right after installation so that the installer might have some sense of obligation to remedy any deficiencies. As an early adopter (34 months ago) it took my (Garmin certified) installation shop 3 tries before my Performance Report came back okay. Sent from my iPad using Tapatalk

Has Aviation Consumer or another reliable source reviewed these? Like you I dislike the post-application weeping but I won't forgo treatment because of it. Sadly I have a half-gallon of C-X left I'd planned on using at next annual. Sent from my iPad using Tapatalk

These comments just struck me as odd; I'm unsure what your judgement is based on. From what I've seen and read around here a lot of MSers are passionate about their planes and spend plenty of time and money both maintaining and improving them. Many of our planes are 30-50 years old, and yes they require TLC but I can honestly state that my '78 J is no money pit. Many of us can't afford a newer plane or extensive panel upgrade but still we're flying safe, efficient, and airworthy aircraft. I'm a proud member of the CB club but that doesn't mean I cut a single corner with maintenance or safety. For me being a CB just means more money is left over for fuel (more trips and training). Sure, I've got a few cracks in the interior panels and the like but you won't find a single "inop" placard anywhere. I've seen several member's planes in similar fine condition. Sent from my iPad using Tapatalk

It's hard to say from one pic but it looks to me like that lighter crescent-shaped area is the beginnings of valve failure. And regarding engine data review, I'm with you brother. I keep my 830 set on 2-second sampling and download after every flight. At least once a week I give the graphs a good going-over. Good job on the early catch! Sent from my iPad using Tapatalk

My point exactly. And retract speed is greatly dependent on airspeed. Do anyone's hydraulic flaps retract in 8-12 seconds in flight? What's worse is that the unit is no longer in production, gets old/worn and can no longer be adjusted appropriately. At that point even the best MSCs will tell you "that's just the way it is". A fine needle-valve or metered orifice would have been vastly superior to the spring and ball method employed. So many things to love about vintage Mooneys but I'll stick with the electric flaps. YMMV. Sent from my iPad using Tapatalk

I'm not sure why some of you still put up with those pesky mischievous hangar elves. My fairy does quality work and is much easier on the eyes! Sent from my iPad using Tapatalk

Putting the hydraulic flaps "down" is simple. But how many of you can honestly say that your flaps retract properly (as specified in the maintenance manual)? IMO that hydraulic release valve is one of the most poorly engineered parts in the fleet. Just sayin'. Sent from my iPad using Tapatalk

Glad we could help you out there Jose!

My bad. The only thing worse than a typo is a math error. Thanks for correcting it. And from what I understand even a tired engine makes good HP, and that sounds like the case here. As I recall TCM did some testing on engines purposely set up with low compression (leaky rings?) that pretty much made book power. So when you determine exactly what makes N984VW so fast please PM me with the details. I promise I won't share them with anybody else.

I've been pondering your numbers and was glad to see the smooth belly mentioned. How about the step? And do you know if the elevator lines up cleanly with the horiz stab? I also noticed that the MAP was pretty high for 9.5K and 14 C.; the induction on that baby must be super-clean. I assume the ram-air is open and perfectly aligned with the cowl. At 25 F. LOP and 9.5 K I can believe the 8.5 gph, but 158 TAS is incredible on only ~127 HP. Go Mooney! If it stands up to the 3-way groundspeed test feel free to put my name in the jealous column. Sent from my iPad using Tapatalk

Yep, Jetdriven is correct; I not only have the spinner dome but also the bulkhead pieces, stiffener plates, and hardware but my intention was to keep those as spares. These items were part of my purchase from a 1997 M20J and are in impeccable condition. When I installed the polished spinner on my 1978 M20J I did not remove my original bulkheads which had already been updated with the stiffener plates as per a Mooney SB. I honestly haven't placed a value on the bulkhead pieces since it wasn't my intention to sell them but. I know they're not cheap if purchased new (or used). I would entertain an offer on any or all of these but not a low-ball offer. I apologize for being blunt, but having the bulkheads as spares has value for me. Please note that the spinner listing was originally posted on Mooneyspace in August along with a "$50 OFF" offer for registered Mooneyspace members (which still stands). In addition my Ebay listing offers FREE UPS ground shipping which is >$50 for a box large enough to securely package the item. So now my "net" from this is down from $350 to <$250 (which IMO is very fair). Having just spent 1+ AMUs on an autopilot repair this might be a good time to make me a fair offer on the complete assembly.

"Often" but not "always" a one-piece belly on a plane that wasn't born with it equates to a GU landing. I WISH my plane had the mod but I'm not willing to slide it down the concrete to get one. [emoji846] And at $11,000 installed (according to LASAR) I'd opt for an avionics upgrade instead. If my money tree ever blooms I'll buy a glass panel, Lo-Presti cowl, AND the belly mod! Still as many have said before a properly-repaired GU shouldn't exclude a plane from consideration but I still believe it negatively affects the price (for the seller). Sent from my iPad using Tapatalk

I agree with Flymac. CAR3 certification with no requirement for EGT gauge on TCDS. My IA also agreed when we installed my Davtron M303.

Once the servo clutch is contaminated it must be disassembled, cleaned, and reassembled with the proper torque value. They don't do this for free either. Note that you can't simply spray it down with a solvent/cleaner and expect it to work again. And let me re-emphasize that you must SEAL the servo to prevent this problem and not simply cover it up. If the applying facility doesn't understand this you'll very possibly have trouble post-application. Sent from my iPad using Tapatalk

Yes indeed. The servo clutch will soak that stuff up like crazy. And just covering the servo with a plastic bag isn't enough. You have to wrap it thoroughly and tightly closing every little opening. And I wouldn't open it back up for a good while. Don't ask me how I know this. The good news is that the "fog" gets into places you wouldn't believe and really does protect you from corrosion.