rakesb

My wife and I flew our M20C into PLK many times with family and friends between 2014 and 2017. In-terminal rental car service and FBO never disappointed. Parking assistance was intermittent, but really unnecessary. Easy access to Branson. Never required maintenance. One approach end has a pretty steep rocky cliff that can be somewhat intimidating on the first landing, but never really a safety issue. Good luck and have fun!

Also, I own and carry one of these Cruz toolkits, and use it as much in the hangar as when traveling: https://www.aircraftspruce.com/catalog/topages/cruztools12-03772.php?clickkey=357340

Mike Busch has written one or more articles on this subject. Here is a link to one of his articles: https://resources.savvyaviation.com/wp-content/uploads/articles_aopa/AOPA_2017-07_traveling-toolkit.pdf Here’s a link to another good article on AVweb: https://www.avweb.com/ownership/the-traveling-tool-kit/

I enjoyed seeing your references to Bowling Green, Bardstown, Lebanon, and Springfield. All very familiar places. I took my PP check ride at Bowling Green. Completed a rental checkout in Bardstown. I was born and raised in Lebanon. Took a flight review at 6I2, but have never flown my Mooney into 6I2. On my way there one night from Missouri, but made a precautionary landing in Owensboro. Next morning, continued on to KAAS instead of 6I2. N6094Q is hangared and “pickled” at KTBN while I serve in Japan for at least another year. Miss her almost as much as I miss children and grandchildren. Finished paying off the loan on her last month. I fly an Aero Club 180 HP C-172 out of Yokota Air Base to stay active and current, but it’s nothing like owning and flying your own Mooney. Thank you for the opportunity to briefly walk down memory lane.

What is TC/TC100?

The “Mark 21” logo on our ‘66C is so faded that if I didn’t know it was supposed to be there, I’d never notice. Wondering if there are any decals available for it, as well.

I got to Japan a year ago next month. Left my M20C back in Missouri on jack stands with engine "pickled". Not sure what condition I'll find it in when I return after three years. Flew for the first time in Japan on Sunday, an all glass cockpit 180-hp C172 (T41) with the Yokota Aero Club. It was fun, but miss my Mooney even more now. Any other Mooney drivers living in Japan? Sent from my iPad using Tapatalk

I believe it’s intended to simply illuminate to assist in viewing the fuel selector switch setting (on the floor under the pilot’s feet).

Thank you so much, Everyone, for your comments, and especially for your advice. I'm overwhelmed with appreciation and contemplation. Yes, working for the Army and going to Japan. Turned down this exact job offer two years ago, and my wife is convinced that it was because of our Mooney. Actually, it was far more complicated, but I cannot deny that leaving our Mooney behind was a significant factor. So much to consider...

We fly a 1966 M20C. Four years ago, we had the generator cleaned and bench tested after the battery went dead. Brushes had 50% of useful life remaining. Continued to have partial and complete power losses and circuit breakers pop in flight. Finally, at annual two years ago, I asked Don Maxwell to install the PlanePower alternator conversion kit that I purchased at Airventure. Electrical problems solved!

Appears we will be living abroad for the next 1-3 years. Looking for advice on how to prepare our 1966 Mooney M20C with Lycoming O-360-A1D. Hangared in south central Missouri with average lo/hi temps of 19-87 F, 47" rainfall, and relative humidity averaging 53-83%. Jack stands, oil, plugs, corrosion prevention, insect protection, etc.? --Bobby (rakes_bobby@hotmail.com) Sent from my iPad using Tapatalk

Yves / Ned, my wife and I (Kim & Bobby Rakes) will attend. Sent from my iPad using Tapatalk

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Did the roll-trim knob/valve have any effect on the roll? Had the PC system on my C rebuilt when I bought it in 2013. Really like it. Try this link for a manual (not sure if it's the correct version for you): http://67m20e.com/Manual No. 11990 Mooney PC Operation and Service Instructions.pdf

Thank you so much for the affirmation/confirmation, Cliffy, and congratulations to you on your Mooney's performance, as well! Sent from my iPad using Tapatalk

Since buying my M20C in 2013, I really feel that I've been taking good care of her and flying much more frequently than the previous owner. After almost four years of continuously improving oil and oil filter analysis reports, I just received my first potentially bad news: "Filter Analysis, Alloy Steel, Trace 0-12%, AMS# 6414 or 6415, Flakes. A trace amount of alloy steel was removed from the filter, AMS# 6414/6415, ranging in size from 602 x 416 to 3 x 1 microns. All oil values seem fine. Please contact the engine manufacturer's service rep if further assistance is needed." My engine is a Lycoming O-360-A1D with 2851.73 TT and 1303.52 SMOH. I've been changing the oil every four months or 25-30 hours. This particular sample only had 15 hours on it. I use Aeroshell W100 SAE 50 in the summer and Phillips SAE 20W-50 in the winter, ASL Camguard aircraft oil additive, and CH48110-1 Champion oil filter which I change at every oil change and send to AvLab, along with an oil sample, for analysis. I reduce rpm to 2500 at pattern altitude, leave manifold pressure full and cowl flaps open, and cruise climb at 115 mph. Sometimes I open the cowl flaps slightly in cruise to keep the cylinder head temperature gauge below 400. I have never noticed a problem with oil pressure or temperature. I have an EGT gauge, but I don't use it any more for leaning. I lean until engine roughness, then enrich until it smooths out. I don't have an engine analyzer. Are the alloy steel flakes in the filter something that Lycoming would actually talk to me about? Any recommendations for immediate or longer term actions? Thank you, Bobby Rakes (573) 337-3447 Sent from my iPad Sent from my iPad using Tapatalk

Feeling a little blue due to the weekend weather. Thought I would share some good news in an effort to cheer myself up! [emoji6] 1/29/17 - Vicinity KTBN - Four Course GPS True Airspeed Check Conditions: 7000' MSL, 10C OAT, MP 23.5", 2500 rpm, 130 kts CAS, 7031' DA, 6200' PA N - 137 kts GS E - 145 kts GS S - 150 kts GS W - 142 kts GS Avg GS = TAS = 143.5 kts = 165 mph Unless I made a mistake, that's pretty impressive for a 51 year old! [emoji2]Thanks for humoring me. Very Sincerely, Bobby Rakes (573) 337-3447 Sent from my iPad using Tapatalk

Since buying my M20C in 2013, I really feel that I've been taking good care of her and flying much more frequently than the previous owner. After almost four years of continuously improving oil and oil filter analysis reports, I just received my first potentially bad news: "Filter Analysis, Alloy Steel, Trace 0-12%, AMS# 6414 or 6415, Flakes. A trace amount of alloy steel was removed from the filter, AMS# 6414/6415, ranging in size from 602 x 416 to 3 x 1 microns. All oil values seem fine. Please contact the engine manufacturer's service rep if further assistance is needed." My engine is a Lycoming O-360-A1D with 2851.73 TT and 1303.52 SMOH. I've been changing the oil every four months or 25-30 hours. This particular sample only had 15 hours on it. I use Aeroshell W100 SAE 50 in the summer and Phillips SAE 20W-50 in the winter, ASL Camguard aircraft oil additive, and CH48110-1 Champion oil filter which I change at every oil change and send to AvLab, along with an oil sample, for analysis. I reduce rpm to 2500 at pattern altitude, leave manifold pressure full and cowl flaps open, and cruise climb at 115 mph. Sometimes I open the cowl flaps slightly in cruise to keep the cylinder head temperature gauge below 400. I have never noticed a problem with oil pressure or temperature. I have an EGT gauge, but I don't use it any more for leaning. I lean until engine roughness, then enrich until it smooths out. I don't have an engine analyzer. Are the alloy steel flakes in the filter something that Lycoming would actually talk to me about? Any recommendations for immediate or longer term actions? Thank you, Bobby Rakes (573) 337-3447 Sent from my iPad Sent from my iPad using Tapatalk

Thank you, RL. Looks impossible to to get a voltmeter on the switch contacts, and I the bundled, tied, and twisted maze of wires under the instrument panel looks impossible to follow, but if it's necessary... Sent from my iPad using Tapatalk

Anyone know where to find the second knife disconnect on the electric fuel pump circuit? Figure 8-13 - Electrical System Diagram (1966 M20C S/N 3185 thru 3466) indicates two. When my electric fuel pump stopped working previously, I found one near the fuel pump. It was loose come connection, so I applied heat shrink tubular insulation, and the pump operated normally again. Today, months later, the pump stopped working again. The knife disconnect I replaced still looks fine, but I can't locate the other one depicted in the diagram. -- Bobby Rakes, (573) 337-3447 Sent from my iPad using Tapatalk

Good luck! [emoji1303] Sent from my iPad using Tapatalk

Great! Happy to hear that all is well. Very Sincerely, Bobby. Sent from my iPad using Tapatalk

Bob, I had one of these replaced on my 66C by an A&P at Camdenton, MO (KOZS). If you're still looking, I can try to contact him for you and ask where he found it. Sent from my iPad using Tapatalk

Thank you so much, Byron. Wish I had some metal working skills. Please have a great, safe week.

Thank you so much for your suggestion, Clarence. I like the way you think! [emoji3] Sent from my iPad using Tapatalk