Yetti

Or and this is more common than one might think. There was a wire laying on a screw that would move a bit when the gear went up or down. When the panel was taken off the wire was fine because that screw was out. Of the 30 times the gear was operated, how many time was it with the panel back on? See we will never know the true meaning.

I would use a piece of closet rod and a vice to make the bend. Clamp one end with the closet rod. Then use a rubber mallet to help you bend it. If the closet rod is the wrong size then wood dowel. Go to NAPA and get some of the little springy things, drill a hole and insert. Then go to fabric store and buy some foam filling, some leather of your color and some contact cement (not the water based, the good smelly stuff) Cut and glue. Pilots can do interior stuff under Preventive Maintenance. Make it look better than factory and nobody will care. If you want to redo all the lower panels in leather. leatherhidestore.com Buy a couple of hides. There is different weights of leather hides.

Rounding error. Go fly the plane.

Ya that to. Updated to SB M20-205B

There is an SB M20-205B each 500hrw on the bell cranks for the airlons that my IA found. So do those panels Number 12 on the diagram provided.

I am not saying that MMO will help you make a stuck valve get to annual, but if you think about it the engine design and MMO are of the same vintage. One mechanic said to pull the exhaust to get the valve back in, but using a grabber with 2 prongs cut off and holding the valve with the cylinder, was able to get it back in the hole just using the spark plug holes. https://www.lowes.com/pd/CRAFTSMAN-Automotive-Retrieval-Tool-Kit/1003096242

My Flight Review guy did the test pilot stuff for it since it really does not have a category. I need to ask him more about it.

measure voltage with plane running with digital VOM. Check Grounds to the instrument cluster. Report back.

The AeroLEDs were quick to install and replaced the strobe/position on my 75 F. Direct screw match.

Call all the MSCs. SWTA would be one to start with and then the others in your area.

thanks I see they are closing the runway starting tomorrow. !ERV 03/013 ERV RWY 12/30 CLSD TO TRANSIENT EXC 72HR PPR 830-896-9399 2404051700-2404081930 I think T82 is going to be a nut house more than usual

Hey Kerrville peeps. Anyone know how this works. I checked with the FBO they said they are booked and not taking reservations. Are there some public parking areas on the field? Can we just hang out on the ramp for Sunday Evening? @Mcstealth @bcg

The first AD Log with my IA, he made me do it and then we went over the questions. One of the reasons for getting a bit newer Mooney is a fair amount of ADs don't apply. Went for the RTS flight yesterday. It is true that bad instrumentation makes a engine run more poorly. Good instrumentation and you forget about the engine running so it runs good. There was a cessna that had been parked for several days and fired it up and took off. No mag check or letting the oil warm. But then I could not figure out why I was climbing so slow and figured out that I left the gear down.

I have an RSA 5 on mine. I recall it being tight. The B&C starter was put on a while back wonder if they have changed them

Put the flare in the ittty bitty tubing on the MP line and reassembled. Recowled the plane. Test flight later today. Oh and I polished the spinner, so that should add about 10 mph

I was back when it was 10 hours with an instructor. The instructor was a Mooney Safety Instructor. I asked him when he was signing me off if "Am I Safe?" He said yes. But you will keep learning till you fly it better. It took about 90 hours in the Mooney till I was very confident and flows were down pat. On my recent flight review with another Mooney Safety Instructor, he warned me that I was fixing to get a work out. After the initial thing of flying with a better pilot, there was really nothing that was that hard and I did not sweat it. The one thing was he wanted half flaps on take off and full flaps on landings. The first Mooney Instructor is not a half flaps on take off. The POH says flaps as required. So it was a break from the normal flows. Full flaps on landings are if I FUBAR the approach and too high. The hardest thing was he took over the comms so doing the division of duties was strange. It's a journey, not a point in time. Enjoy the Journey.

Did you contact the manufacture support? I would think there is a calibration or self test routine. When driving in the snow muck in Colorado my truck informed me that the Front Camera was dirty. My thought was "Why tell me and expect me to do something about it. Clean it yourself fancy truck"

Try the Salvage in Greely Colorado they had an F they were parting out several years back

I Just drilled out a 4x4 wood block with a fly bit. It works.

Hmmm I have a B&C on my IO-360 A1A in my model F.

Well since we know most incidents are Part 91 pilots flying without a flight plan, I think we are safe.

I am just trying to understand. It's a weird situation. Essentially you are asking the IA to sign the plane off as being safe for you, your family, your pets. But yet we can't trust them with the log books which we can agree have some value at buying or selling time (another topic since only required to keep a year). And reading @EricJ response the FAA is saying we can't trust the safety of the log books with the IA. Of course let's not talk about making the onus of an airworthy airplane on owner/pilots that don't know the difference between fuel injection servo and a carburetor. And let those same owners remove the brake calipers to change a tire, but not trust them with changing the break pads in the rotors they just removed. Going further, I have 4 very expensive Champion Spark Plugs that 3 of 4 broke. The whole reason we are given for spending lots of money on parts is the PMA process. The PMA Spark plugs were known to have issues. https://mooneyspace.com/topic/42826-champion-spark-plugs/ Now given that my deal with the IA is the airplane is airworthy until it crosses his hangar door. As noted in the three issues I found two flights after the annual. Fly it fix it.

So you are saying your annual took a week or 2 and the log books were lost for 3-4 months? I'd be concerned with an IA that can lose log books in 1-2 weeks.

The log books go over along with the AD report from last year AFTER the work is done. As one of my friends said "What's the point of owning a plane if it is in annual for 1/3 of a year."

Oh and now the fix things after the annual update post. First 2 flights after annual the Manifold steam gauge is reading high. Like 29 instead of 24. The #3 CHT is staying around 200. The number 1 CHT and EGT have never worked since the install. Started looking at the wires and seems like the Red does not go to the Red wire and the White does not go to the white wire. Hmmmm Switched those and will test. Wiggle the little MP line at the reducer thingy. Seems loose. Remove line and it has cracked in two pieces. Grumpy IA has the cool little flare tool for the itty bitty line. Wait till tomorrow. I could make the tool, but taxes need doing. Notice the number 3 CHT probe has come out where it was twist locked into. Reinsert and twist lock it again. Was touching the cylinder so kind of doing it's thing.