mooniac15u

That was the procedure for maximum endurance in the manual for my 1963 M20D.

That's assuming the fuel is leaking directly out of the tank and away from the plane. Any fuel that leaks into a wing cavity or the belly has the potential to reach the LEL.

Based on what? You need three things for a fire: fuel, air, and ignition source. With a leak you have plenty of fuel and air. There are many spark sources on an airplane. In chemical process safety we had a rule that we never relied on absence of an ignition source. If you have fuel and air you have to assume that it WILL find an ignition source.

Convincing yourself it will be ok and starting a flight with a potentially hazardous issue is usually not a good plan. The maintenance manual has guidance on which leaks are acceptable and which are a flight hazard. The relevant part is in section 7 starting on page 7-8 (http://www.67m20e.com/Mooney%20M20%20Series%20S-MM%201980.pdf).

Wombat was just inquiring about a Garwin cluster. mooneyspace.com/topic/14523-garwin-6-pack-engine-gauges-garwin-22-166-010/

Welcome aboard Zerotact! N1158D was owned by the FBO at my home field (KTZR) for many years. I was sad to hear that they had sold it so it is nice to see that it went to a good home.

The folks at Air-Mods just replaced the entire cluster in my former M20D with a modular gauge cluster made by Mitchell. http://www.airmodsflightcenter.com/forsale/N6615U#/sites/airmodsflightcenter.com/files/forsale/N6615U/N6615U_0245-a_forsale_big.jpg If you can't find an exact replacement maybe they can tell you what paperwork was needed to substitute the Mitchell gauges.

While it is true that the log does not have to be bound (or in book form), that is really just semantics and probably doesn't help a new prospective Mooney owner like Rik. Also, keep in mind that the requirements for AD record keeping include method of compliance. So, any AD requiring an initial action followed by repetitive action pretty much requires that you keep those records forever. Without the record that you met the intial requirement and continued to meet time requirements you can't prove to the FAA that you have been in compliance.

You don't think 91.417 requires you to keep a log? 91.417Maintenance records. (a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered owner or operator shall keep the following records for the periods specified in paragraph (b ) of this section: (1) Records of the maintenance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and appliance of an aircraft. The records must include— (i) A description (or reference to data acceptable to the Administrator) of the work performed; and (ii) The date of completion of the work performed; and (iii) The signature, and certificate number of the person approving the aircraft for return to service. (2) Records containing the following information: (i) The total time in service of the airframe, each engine, each propeller, and each rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis. (iv) The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained. (v) The current status of applicable airworthiness directives (AD) and safety directives including, for each, the method of compliance, the AD or safety directive number and revision date. If the AD or safety directive involves recurring action, the time and date when the next action is required. (vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each major alteration to the airframe and currently installed engines, rotors, propellers, and appliances. (b ) The owner or operator shall retain the following records for the periods prescribed: (1) The records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed. (2) The records specified in paragraph (a)(2) of this section shall be retained and transferred with the aircraft at the time the aircraft is sold. (3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter shall be retained until the defects are repaired and the aircraft is approved for return to service. © The owner or operator shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB). In addition, the owner or operator shall present Form 337 described in paragraph (d) of this section for inspection upon request of any law enforcement officer. (d) When a fuel tank is installed within the passenger compartment or a baggage compartment pursuant to part 43 of this chapter, a copy of FAA Form 337 shall be kept on board the modified aircraft by the owner or operator.

There was one for sale here on MS with a bad ammeter. http://mooneyspace.com/topic/13718-engine-gauge-cluster-for-sale/ Is is possible to swap out individual gauges? It also looks like alan (n74795) is parting out an M20E. You might try sending him a PM.

The cluster gauge in my 1963 M20D was repaired by Kelly Aerospace in 2012. We used them based on a recommendation from LASAR. None of the gauges was completely dead. You might try calling LASAR and see who they currently recommend.

Kinda like the folks who knew the airport was there when they built their houses and yet still complain about all those airplanes?

Have you talked to the owner or chief pilot at the tour company? They might not approve of this behaviour either.

How long have you guys been flying? Experimentals have always been allowed to use non-TSOd stuff. The price of admission to certificated planes is TSO/PMA/STC for your equipment. You knew the rules when you bought your planes.

The calm wind runway usually just has to do with not bothering the neighbors. Do you have houses off of one end of a crosswind runway?

TOMATO FLAMES covers required VFR equipment.

Is it a good idea to have your Mooney interior done in "Beech" City?

Sorry, I don't know. My 1963 M20D already had the cables replaced by a previous owner so I've never seen the older style.

They had a straight 3-4 digit S/N until about 1966 when they changed to the long format with the first two digits being the year. Then they switched again in 1971 to a S/N with a 2-digit prefix indicating the model followed by a 4-digit number.

A Google search on N201EF turned up this document. http://airflightdisaster.com/index.php/flying-tigers-inspection-fraud-scheme/

"True Ind" airspeed is the old CAR3 terminology for Calibrated Airspeed. From CAR3 3.46: (b ) "True indicated" or "calibrated" air speed for performance and operating purposes equal to indicator reading corrected for position and instrument errors.

Here's the data from the type certificate: Airspeed Limits (Aircraft with serial numbers to 680001) Maneuvering......................................... 132 m.p.h. (115 knots) True Ind. Never exceed ........................................ 189 m.p.h. (164 knots) True Ind. Flaps extended...................................... 100 m.p.h. ( 87 knots) True Ind. Landing gear extended ......................... 120 m.p.h. (104 knots) True Ind. Maximum structural cruising................ 150 m.p.h. (130 knots) True Ind. (Aircraft with serial numbers to 680001 to 690001) Maneuvering......................................... 132 m.p.h. (115 knots) True Ind. Never exceed ........................................ 189 m.p.h. (164 knots) True Ind. Flaps extended...................................... 125 m.p.h. (109 knots) True Ind. Landing gear extended ......................... 120 m.p.h. (104 knots) True Ind. Maximum structural cruising................ 150 m.p.h. (130 knots) True Ind. (Aircraft with serial numbers to 690001 thru 700091 and 20-0001 and up) Maneuvering......................................... 132 m.p.h. (115 knots) True Ind. Never exceed ........................................ 200 m.p.h. (174 knots) True Ind. Flaps extended...................................... 125 m.p.h. (109 knots) True Ind. Landing gear extended ......................... 120 m.p.h. (104 knots) True Ind. Maximum structural cruising................ 175 m.p.h. (152 knots) True Ind.

http://mooneyspace.com/topic/13291-fuel-pressure/

The fact that his happens when you switch off the electric pump is a key piece of information. The fuel pressure gauge in my M20D behaved this way too. I seem to recall another thread about this where several others saw the same behaviour.

You could always go with the Ravin 500. It's a composite experimental based on the Comanche design. http://saravin.com/Specifications.html