Ragsf15e

You might need to talk to Heather at Lasar or maybe make a deal with someone who ordered a spare in the spring. They are coming in but they are going out just as fast right now… Maybe put in a new order with heather and buy someone else’s now and then sell them back the new ordered one later?

Awesome! Do you know what UL you were at before the upgrade? Honestly, I need to be a little flexible too… in adding up the weights i included the portable oxygen equipment we’ve been using in our F because I like to fly up high too! Surprisingly, the portable oxygen gear isn’t that heavy (we have a 2 person portable D cylinder and a 2 person oxygen generator). I think it was around 15lbs total.

Im curious how you search to find these airplanes? Maybe you haven’t bought as many as @KLRDMD but you don’t find them off Controller, TAP or Barnstormers do you? Is there some other way to find (hopefully nicer than your previous owner) who might want to sell?

Yes, I have been reading some of your and others previous posts about the props for the 310hp stc. The MT looks like a good bit of weight savings (and money)! Thanks!

@NickG @M20S Driver @Bolter well clearly these “needles” exist in the haystack! Your airplanes would all be perfect! Thanks for sharing. It helps keep me optimistic as I continue to look. My next new airplane is out there, I just have to find her.

Yes, in researching it, the MGW for the Eagle changes exactly as you stated. No change with the 280hp stc, but the 310hp stc increases the MGW TO 3368lbs. The Ovation already has that 3368lb MGW, so no increase with the 310hp stc.

Yes, I saw that pop up today and was surprised to see the 900UL. Ill try to get in touch with the seller and see if it was updated. Your Eagle sounds like it will easily be over 1100UL with the 310hp stc!

Hello Ovation (and Eagle) owners! I’ve PM’d with a few of you so I know this is possible, but I’m looking to buy an Ovation or Eagle with at least 1050lbs UL. If I find one close, how much weight do you think I could save by removing the vacuum and backup vacuum systems with a GI-275 install? What about old adf, dme, engine gages, etc? I’ve looked through some of the equipment lists and it doesn’t look like Id really get more than 10-15lbs of savings. Does anyone have personal experience with serious weight reduction on these? Thanks for any insight you have!

Hello Mooney Friends, We recently sold our ‘68F, and we’re looking for a needle in a haystack - an M20R or M20S with a UL of 1050lbs or more. Likely that will mean no TKS or O2, although either of those options would be useful to me if the aircraft has 1050lbs UL. A/C is not required for us. My main mission is family summertime trips around the pacific northwest. I also fly from KSFF-KCXP (525nm) 4 or 5 times each year to visit family. That’s the basis for 1050UL. 60 gallons of gas total (for the trip plus an hour reserve), -570lbs for me, wife, kids(forecasting my kid’s weight for the next few years), 120lbs in baggage (100lbs bags plus 20lbs aircraft stuff). That’s where I get the 1050 UL requirement. I’m also happy to consider aircraft that are close and could possibly get there with some modifications (removing vacuum systems, old avionics, etc). Thanks to anyone who might have some leads!

There have been some people notice different burn rates switching oil types, but it seems switching either direction has just as many people noticing a difference (xc - aeroshell or vice versa)! I hadn’t heard much about temps changing from switching. I will say this - it’s common (and normal) to use less when the oil is brand new/clean in there. As it gets older, expect to use more. I also think you’ll still find that extra qt on the belly. Fwiw, we have the debate a lot, but xc with camguard was great for mine.

Those are the worst!

An agent can help, especially with a first purchase. Jimmy Garrison at GMax Aircraft is well respected within the Mooney community. Especially for a first purchase, you might not know what you don’t know, so having an experienced person help isn’t a bad idea.

I really wish there was a recommendation for what temperature to use this at? Even in my lowly F I sometimes fly around -20c at 10,000’ in the winter. Is that cold enough or are we left to guess?

It seems like there’s a few things at work here, but I flew last week in the FLs around the area @AME LLC had the issue and it was cold. Real cold. Like isa -10 or so. Maybe-38c at fl210? So some amount of water possibly in the fuel, maybe higher humidity, very cold air hitting the fuel spider… it kind of adds lots of factors. Real nice job using atc and your systems (terrain page) to find a safe landing spot!

I want to say my poh shows like 49psi for the nose? 30 for mains?

But before you bend anything very small… are you sure they had the boards and that both flaps are fully retracted? A shop that did the rigging correctly should have the manual for the bend…

From the symptoms, I would start at Ignition. When you say your plugs were “checked” what do you mean? Did you put them all on a dvm and check the resistance? What about the harnesses? Checked thoroughly for any tiny defects or fittings that aren’t snug (on mags or plugs)? How old is the harness? Mag checks are looking for gross failure (dead plug, dead mag), whereas something less than a complete failure might only show up at high power. Also, checking the resistance of all the plugs and security of the harness is basically free.

I want to say my mechanic retracted it halfway to work on the nose gear. Either that or he was punishing me for doing something stupid as he disconnected the gear from the motor and then had me holding the mains up about halfway and then said don’t move. I swear he went for coffee. Fully retracted is probably easier…

Obviously it was pretty dark, but that mountain would have been obscured by an optical illusion anyway as he descended. Its a dark mtn against a dark background. Very difficult to see even in some light. That’s a tough one. Probably shouldn’t fly vfr night bad wx into an area we’re not really familiar with in the mountains. There’s a lot of links in that chain.

Wow, good job controlling it into such a tight spot! That’s a really tough spot to land! Watching the video, possibly the tree was cut by fire crews later? It doesn’t look like it’s in the cockpit after the video stops.

We have pictures somewhere around here, but the rod that has the paddles which hit the switches is basically right in the middle (left /right) and directly between the gear (fore/aft).

Even if mcfarlane doesn’t have them, they will make you one from the old one if that’s what you need. It can count as owner produced parts. They are pretty good at doing that easily.

Actually seeing the instruments in there is awesome! Nice shot!

I don’t know why they do this, but they do seem much stiffer in the cold as they fail. I’ve had the same experience with mine when cold, but eventually they stopped “warming up” and I had to replace two of them. I think they’re unlikely to improve much or for long without replacement.

Many of those are non lubricated. If they’re getting real stiff, you’re likely in for replacement. That being said, a very light silicone spray at each end where the shaft goes into the sleeve might buy you a little time. Lubricant will attract dirt though and eventually it will get worse. Mcfarlane for cables. ~$600 for the mixture cable on my F.