Yetti

Never really seen those stay stuck for long inside. doubt outside would change history.

Are you sure it is not a speed clip or speed nut that has been bent at a 90 degree angle?

You could just use a one of the screw clips like are on the panel bottom. run the tywrap through it before you put on the lightening hole.

I will just say kudos for taking a flight above the airport and then checking things. Provide a list of things so the Owner can have a coaching session with the trainee. Really need to get check and recheck in the new person head. Find a new shop.

Assuming the right wing? There should be no laying wires on the wing panel. Follow the temp sensor wire at the leading edge wing root by the door. The fiberglass ceiling wire snakes are helpful here. There is an access panel on the lower wing that is about 3 panels out. I had to run a 9 conductor wire for the Dynon. Even if you don't use the same rib hole you can still tywrap to that wire bundle to make a neat install. I would run the loose end back to the cabin. Pull the lower panel in the cabin to route wires to Comm Bay. I mounted the Magnetometer to an access panel out board of the fuel tank middle of the wing. One you can route wires to, the next one outboard could not get wires to. If I get to the plane I will identify which one. It takes a little figuring, but it works.

Gonna hazard a guess, but the planes with lightening detectors got static whips.

one thread about valves.

It's not coming from inside the sniffle valve. Otherwise it would be a drip at the end of the fuel output drain. This is coming from the hose up above. and draining down the outside of the hose. Someone might have missed the filler when filling it with oil.

I'd be looking for a ground that is not grounded. Sometimes the Cannon Connectors need to be taken apart and put back together. Next place to look is the switches in the belly next to the actuator

The general Consensus is that buying new is about the same as OH of the old and you get a better product for the Prop governor. Your story mirrors others.

Last two times I heard of this it was a stuck/dirty oil control ring on one cylinder. The jug was pulled, field overhauled. Cylinder was a mess of coked oil. Cleaned with walnut media blasting.

Do a leakdown test on the fuel pump. If it passes then go fly.

Learn to land in something else than a mooney mooney instruction might be hard to find in your area

Seems old enough to be of the time they were switching from old valves that would break to sodium filled valves and such. Might look for an SB or AD

Mid 45 upwind entry usually. Teardrop is stupid as it puts in conflict with the Mid 45 downwind entry people Airport not busy- maneuver for the Overhead Break or for you AIM people the Overhead Maneuver. ya it's in the AIM. Making radio calls of what I am doing for the uninitiated.

If you would like to come look at my Mooney let me know. Heck I will even let you buy it from me and fly it home.

I think if you look the tie down is in line with the gear which is behind the fuel tanks. The Monroy tanks extend the fuel tanks further out the wing. The fuel tank panels are flatter and more streamlined than the panels you can remove. The panel for the tie down ring is behind it. The aluminum that is threaded for the rings is pretty thin. I just opted for a nut and permanent rings/jack stands.

Has anyone done a feature comparison between the G5 and the 275? I believe the only vacuum instrument in the Eagle is the Artificial Horizon. Was thinking about replacing it and pulling the vacuum.

I have an RC Allen DG out of a 75 F model that was working when removed. $100.00 plus shipping. Does not have a heading bug.

In this case proper placards are what make the fancy jets fly.

And since I am procrastinating on taxes. How many of you know for certain that all your placards are proper and in place? One recent FAA inspection I heard about that is what they were interested in. Not checking that the wings were attached, but making sure all the placards were proper.

I don't think the right word is incompetent maintenance. It is more like breakdowns in communications and some accidental oversight. For instance I will bet 25% or more of the fleet probably does not have the https://mooney.com/wp-content/uploads/2020/12/SBM20-264.pdf aileron control link AD complied with. We just found that mine was not compliant. The reason I know it has not been complied with is that the Mooney Factory is still making (mine should be in paint shop next week) the links. Realize this AD covers the entire fleet all the way up to and including some of the S models. The AD came out in 1989. When I got the plane it was 12 years after the mandatory within 25 hours and 100 hours had passed So there was some assumption that it had been done. Once someone assumes that it was done, you are not going to go looking for it. Now as an owner we are responsible for maintenance. How many people are 100% sure that this AD has been complied with on their plane? Really the only way to know is if you paid the bill yourself for new ones or remember back that far to 1998 if you owned the plane then. I would doubt highly that any prebuy would catch this. If you are wondering, could not find used, so $2AMU from the factory. Just for fun, I may send my old ones out to have a gusset welded into them and then sell them. Apparently there is shop near Hobby that can do welding. Thread from 2023 where some non AD compliant ones were found.

I am going to say based on the size of what still is attached to the rotors, the whole Engine came loose from the airframe.

Pretty sure McMaster Carr was one of Mooney Factory main suppliers. For a time you could find the Master Solenoid for our planes there.

The traceability card is always played. The problem is there is very little traceability in airplane parts. I am currently dealing with the aileron control link AD. https://mooney.com/wp-content/uploads/2020/12/SBM20-264.pdf There were two manufactures for these for Mooney. One of the batches had a bad welder or bad welds. The AD covers the whole fleet. From model Bs to Model Rs. Which means they had no batch control or parts traceability.