Yetti

Bingo. It's like the old guy with the airplane that is going to fly one day. At this point he has a bunch of aluminum cans with an engine hanging on it, but thinks it will fly again one day. Fantasy vs. Reality

I have always said the value of Mooney is the templates and jigs. How cool would it be to fly to Kerrville help make your new control surface and then fly it home. Some enterprising people would probably do it for others... Heck some people would probably like to do a 50% Mooney quick factory build. Back to the topic I don't call the parts warehouse when I need a part. I call my friendly MSC. I never could wrap my brain around the proposed parts warehouse membership model.

The bigger question is if the rumored 300mph dive is true or just one of those Kerrville wives tales.

Coordinated both the F and S have been very predictable in at or near stall and pretty docile. In the S we could kind of hold it on the edge of the stall for a good while. We were trying to get a good reading on the stall vane. It was way early.

If you are in the Houston area I know some people who will operate with the Limitations of the Mooney. They are Mooney Safety trainers. Better than that I would suggest going up high and be in take off configuration. Have the CFI cut the throttle. Practice till you are pushing down on the yoke from muscle memory. The other item to pay attention to is the manual. The manual for the F says "No turns in the pattern under 90mph without flaps" Don't violate this rule ever. The other thing I have noticed from the great pilots I fly with they feel and correct an uncoordinated flight about a half second before I do. Learning to feel uncoordinated flight will take many hours. Other than that the best advice I got was "Be airline smooth"

Same thing on my F. We used some thin plastic film with two tywraps for protection

BAS was taking an Ovation apart. May want to contact them. If they have the whole overhead panel. I would buy the wing tip recognition switch

I just did this for the grab handle on the A pillar by the door. In the Eagles they have a piece of metal running through them. The solution was roll a piece of leather so there are three layers, two on bottom for cushioning and one on top. Run two stitch lines down either side, then thread the metal piece through and cut for the screw holes.

I agree and have also removed vacuum driven gauges and added redundancy. The gauges have 45 minute batteries in them but also have retained the key steam gauges as redundancy. Along with the dual ship batteries. Seems like there should be at least 90 minutes of battery supplied flight time at this point.

It's amazing how touchy these switches are. Just look at the wrong and poof off they go. I too need do something like this now. I also find the switch layout pretty random. Trim is to the right of yoke, AP is to the left of the yoke. Those seem to go together. would make for a better flow.

Lead - Goop hand cleaner and some blue roll of towels. - probably goes all the way to the tail.

Get the FAA docs on the plane. Do an AD compliance check. We found an AD that had not been complied with after 10 years of me flying the plane. A later model plane is easier to do an AD compliance because later planes had compliance done at the factory. The cost of flying is not in the purchase price of an airplane.

My entry is this. Stand on wing facing the door. Knees on passenger seat, then change to a seated position and swing legs around into pilot floorboard. Scooch butt across to pilot seat. Exit. Swing legs around to door, then scooch over and go out between the door and leading edge of wing. Would not try this with short legs. There is no graceful way for the passenger to exit a mooney. It is some weird hot dog roll out onto the wing.

The list of things I don't fit in is pretty long. Most all Piper products. Early Bonanzas. I was looking at a citation cockpit and decided I might go in, but getting back out would be pretty hard. The Long Body does seem a bit roomier but my head seems closer to the ceiling. There is some data to drill a couple extra holes in the seat rail, but I doubt you will need that. Also it seems when people of less stature have their seats redone, they will add some foam.

Changing a tire is on the PM list. Removing and install a brake caliper is not on the PM list. But you can't change the tire without removing the brake caliper.

It took me 90 hours till flows and such were automatic. They say it takes two years to get good at a motorcycle. You know you got it when you get to a light and you downshifted without thinking about it. Good on your instructor for teaching you to wheelie and use dynamic braking. I went and flew a 182 on floats a couple of weeks ago. after 1.7 hours the instructor said I pretty much had it. I found it easier to land than the Mooney.

You will fit. Al Mooney was 6'4" or 6'7" I am 6'9" and fit in an F and a Eagle. You should probably add Acclaim to your search. Newer airframe, Turbo and won't have to spend money on upgrades. The Mooney Eagle is fun and I can dial it back and fly 10mph faster than the F model at 11 GPH. so that is fun. Not sure what the Turbo will do. Even at 175 knots it is still a 14ish fuel burn.

Now keep reading and you will find that the Owner of the airplane is responsible for keeping it airworthy. So in some ways the Owner is kind of responsible for the A&P who signed off on the youngster that dented the oil tubes.

First look at the Service manual for the routing of the heat hoses. As said above the black hose goes bad and needs to be replaced. The heated air just makes it go bad. Even the small hose that is used on the radio cooling fan goes bad. I would start with the radio cooling hose and work from there. Could be as easy as one of the defroster hoses fell off. In the older Mooney's the defroster was active at all times. Not sure how the Ovation works.

sorry obtrusive thoughts won.

The most common method for the tailpipe strap is to cut the sidewall out of an old tire. A good sharp Stanley utility knife is your friend here.

This one looks like it slid along the belly for awhile and then flipped over at one point. wing was ripped off by one of the dirt piles. Early this morning we had an F150 try to achieve orbit, but was stopped by a wooden electric pole. Looks like fell asleep road turned, traveled in a ditch for about an 1/8 of mile. Probably had cruise control on and used a culvert for the launch pad. Was at least 25 feet in the air when hit the poll. Hitting the poll started the reentry phase. air bags did their job.

You are selling your plane to him. Fill out the FAA form and a bill of sale. He is selling his shares in the organization that owns the other plane. Follow the rules of the Organization that owns the plane.

that's an impressive amount of force to rip off a wing at the root. Hopefully they recover. We have the same struts at our fire department. Pretty sure one would have stabilized just fine.

While discussing paperwork is as fun as a Ford Chevy discussion, what we really are discussing here is work practices. It's the little things. When undoing covers and such do you hold the tip of the screw driver with the free hand? keeps the paint from getting scratched. When redoing screws in inspection plates do you take another go round of all the screws to make sure they are correct. On big stuff do you have a second set of eyes look everything over? My Spinner has a bunch of scratches on it from people trying to put the lower cowl on or off. I can't imagine how.