RLCarter

PROS: Looks better, less wind noise and a little faster CONS: You lose the access panels to the backside of the instrument panel

When I pulled my screen there was carbon in it, not the easiest to get to but it will be cleaned/checked during the annual as per Mooney's 100hr/Annual checkilist. As for blowing the oil out of the filter with compressed air, I'll pass. Oil enters the filter through the small holes around center mount, passes through the media (pleated paper) and returns to the oil sump through the center of the filter, so blowing the oil out with compressed air WILL blow some debris trapped in the filter back into the oil system. The filter is the last thing I pull off (after the oil sump has drained) this gives it plenty of time to drain back into the sump. I also cut the filter open after removing to check for metal, if all looks good oil is added back (no reason to add fresh oil to an engine that is about to to pulled off for repairs), the filter is installed while adding oil back. Is it messy?, it can be but if your carefull its not that bad, just clean up any oil that doesn't make it to your waste oil container. As a side note I wrap an old bath towel around the nose gear/wheel assembly (oil on the shock disks and front tire isn't good for the rubber).

Not worried about blowing any debris into the engine?

They called me last Friday, but it was a sales call. How cruel is that? ....lol

Congratulations!!!!! and welcome to the club, you definitely paid your dues....lol (laughing with, not at)

Running the engine before draining does 2 things, suspends any particles in the oil and the they get carried out, the other is the oil flows out better when hot. The engine, oil and exhaust is going to be hot after running up or flying so don't burn the crap out of yourself, also while the filter is off start the safety wire in the web, it's a whole lot easier with the filter out of the way. If you can find someone on the field to watch over or guide you through the process.

Rain-X For Plastic Have never used it, hopefully it works as regular Rain-X

Most "Commercial" grade fabrics/textiles far exceed the burn requirements of CAR-3 and the burn Certs. can be had for a fraction of what the aviation providers want

It's one of the cures for AIDS (aviation Induced Divorce Syndrome)

Seems I read somewhere that smaller collar is a spacer for adjust the nose gear alignment, but can't be certain

I live on the Texas / Mexico border in S. Texas, not uncommon to land at a small airport in the evening and be met by either US Customs, Border Patrol, DPS (state police), local PD, Sheriff or the Texas Nation Guard, not mention being shadowed on your flight by what ever agency (they never land). I've gotton so use to it in the past 7 or so years that I really don't much about it anymore ....

Go with a rebuilt Rapco, same warranty 2yr/1000hr at about a 1/3 the cost ($237.95)...just my $0.02

Can't remember all of posts, but have you considered doing your ck ride with the FAA? Depending on the FSDO scheduling might take some time. You've already spent way too much for nothing, might as well get a free ride and stop the bleeding.

Draining the tanks isn't that bad, you just need a clean container(s) for the fuel and a way to get the fuel back in the aircraft. I used the electric boost pump as per the service manual when doing a fresh weight & balance on mine. They make "AN" plugs for the "B Nuts", just remember you'll be laying on your back and reaching up to work which means 100LL will be running down your arm untill you get the flow stopped. I've had a Cessna 172 valve apart (O-rings, Springs and Ck Balls) but never a Mooney but would imagine it's about the same.

If your over a foreign country you are in their air space. It's possible to be under US control if you are close to the border, I get vectored over Mexico by US ATC when doing approaches into KBRO and KMFE when the wind is out of the north all the time. Not sure what all goes on behind the scenes between the controllers but there is some sort of an agreement

I agree with David, there is always two sides to the story, and both need to be heard. The biggest problem is that people in general are 10x more likely to voice a negative experience than a positive one.

Powder Coating is very durable, but as far rusting or corrosion starting under the coating, it can. The yokes are cast aluminum, I strppied the original coating off with MEK, acid etched, conversion coat (zink primer), painted then wrapped them in leather. The only reason I spent the time to go to all the trouble was once they are covered the corrosion can not be seen before it is too late. I considered powder coating but the older yokes are fairly skinny compared to the new style

My E had a generator and mechanical regulator, I was going to replace the mechanical controller with the new solid state type but after finding the generator was toast I elected to go with an alternator conversion ( found one on sale for the same money ). The conversion does require more work, but it isn't that bad. Lower cowl isn't all that hard to remove, I did mine by my self would have been easier with two people.

Give them (Mouser) a call and see if they have been superseded or have an alternate part

Congrats on the writen, I know a CFII who's saying is "Seven O and Go"of course that is not his attitude while instructing. While a 70 is passing I think most of us strive to be better. There was a Dr getting his IR and scored a 98 on his writen, he said that was unexceptable, took the test again and scored a 100.

Getting really close, you have been doing a fantastic job getting your bird back where it belongs, in the air!

What a PITA, haven't really read all the post (most, but not all). Not sure I would of hung in as long as you have before moving on to a new school /club or an independent CFI. I do agree that a Cessna or Piper makes for an easier ride, very simple systems, not so on the more modern aircraft like the Cirruss. I'm a big fan of independent CFI's, you seem to get more of a one on one training session. learning to fly has its hurdles, for some it's more than others, but it shouldn't be as painful as it sounds like yours has been. Changing planes/CFI's or DPE's at this point makes no sence being soooo close, clear your head and fly the plane. The examiner is your first passenger and are there to observe not teach (all though must do). Get with club DOM (director of maintenance) to make sure you get a ZERO issue aircraft, don't give the DPE anything to bitch about. Hopefully your next post will be good news of you getting your ticket

I only had Hull Not in Motion while the plane was being worked on, easy to switch it over to Hull in Motion once your ready to fly. I'm through AOPA for about the same money, would have been cheaper but for some reason they had me down as having ASEL, Instrument Airplane and ATP....lol, should have kept the ATP on there

Living on the "Third Coast" (Gulf of Mexico) Hurricanes are just something that we deal with. If your not that familiar with the storms, the bad stuff is generally on the north side and they tend to head north / northwesterly after landfall. If your going to relocate family and/or property go inland and south at least 100 miles or so from the projected landfall. Hurricanes weaken over land fairly quick but they are HUGE systems that can reek havoc in the form of Nasty Thunder Storms across the country for days. When Hurricane Dolly hit here in 2008 it stalled half on land and half still in the Gulf of Mexico which fed the storm as it pounded us (20" of rain and 80+ mph winds) for 16 hours (the nasty stuff usually last 4 to 5 hrs).

Yours is next, just keep chipping away. Took the IA 6.5hrs for the log entries and I gave him a detail list of repairs along with part#s and serial#'s...paper work....lol