RLCarter

That is correct….. complex & transition was done at the same time….. how did you get your commercial with out complex?

My insurance required 5hrs dual and 5hrs solo before I could take passengers… I think it 10 & 10 now? When you purchase, grab a CFI for the trip home, knock out the insurance requirements or more if you don’t feel comfortable

@0TreeLemur when I went to an alternator on my E it came with toggle switch & light for the field. When we went to an alternator on the 172 there was no mention of installing a field switch. In the 1500+ hrs put on the Cessna since installing the alternator we’ve had it go off-line maybe 4 times in flight, turning off the radios and cycling the master switch (single switch, not split) it comes back online and starts charging again. Honestly not sure why a field switch is needed or not needed, but I’ve flown other planes other than mine and some do and some don’t

They covered a friend of mines when his went out, about the same parameters as you…

You might be looking for a problem that doesn’t exist…

It’s not in the Maintenance Manual?

Damn, that’s pretty dry…

The bleeder will crap up and restrict flow, also the tubing from the bleeder to the catch can will twist just enough to loosely close the bleeder. 5606 does get gummy and cause a caliper to release slowly but my experience is junk/corrosion between the O-ring and caliper body forces the o-ring tighter against the piston causing it drag or get cocked in the bore. One of the problems when bleeding from bottom to top is the reservoir catches all the junk that is flushed out. When I had a leaking master cylinder a while back I opted to rebuild both master cylinders and both calipers while I had it all open. I also flushed out the reservoir and brake lines with rubbing alcohol and compressed air. Took a little longer (8ish hrs) over 2 days cause I repainted the master cylinders and calipers.

Awesome….. keep it in the family

Really surprised no one has replied, so here’s my 0.03¢ (inflation) Hard to tell from your photo…. It looks like it’s plugged off? It’s common in manufacturing to have a plugged hole from a cross drilling operation but they are generally NPT (National Pipe Thread) and an 1/8” NPT is fine thread. It could used on a different variant within that engine family and/or a different aircraft. I’d find another “C” of the same vintage and look to see if anything is attached there

Get an A&P with the rigging tools and the latest Service Bulletin (instructions & SPECs) and adjust your gear… as mentioned above verify the bar isn’t pinching the carpet at floor/wheel well area…

Thats what I think as well

My guess is any oil that gets in the filler neck that is not blown out the breather drains back to the sump through that hole

There was a Service Bulletin or Service Letter on Mooneys website….. might check there

Part 61.1 says you can log x-county time by landing any distance from your departure airport. When working on a cert or rating they specify distance and/or time….. kinda seems like pencil whipping your logs to me, I would rather go somewhere…….. lol

I used Sportys for my PPL & Instrument, King for Commercial and CFI. Not sure about Sportys online (only had the DVD’s) but once you purchase the King online ground schools it’s always available and they keep them updated as things change. Not a big fan of the test prep stuff out there, their goal is to get you through the written. The FAA’s handbooks can be downloaded in a PDF format or purchase the printed edition(s), “Instrument Flying Handbook” (Errata sheet and Addendum A& B), “Instrument Procedure Handbook”, an the “Aviation Weather Handbook” Link to FAA Handbooks. Read the regs. (FAR’s), the 50hrs of X-country is missed by a lot of newly minted PPL’s that go straight into the Instrument rating. Grab a “Safety Pilot” and go log 20+hrs of “Hood Time” in VMC, once a CFI-I shows you a procedure you can practice that procedure with a Safety Pilot. Also practice “Partial Panel” before and after you get your rating, most don’t after the rating. If your not proficient on the radio, practice that as well…. Trust your instruments and have fun, to me the instrument rating was more rewarding than the PPL

Hopefully the logbook entry reads differently ………

EMS/FD would have to remove me after flying that long, 3-1/2hrs is about max before rigor mortis sets in

Bore scoping the cylinders will not show bad cam/lifters. Lycoming has a recommended time for calendar month and/or hours, you’re well below hours but beyond the months. If it’s been flown regularly for the past 3 years and it’s not making metal or leaking oil from everywhere I wouldn’t be too afraid to fly behind it. Get an A&P to run the compressions and bore scope it (couple hours labor) to make your CFI happy and go fly it…… congrats on your new bird and welcome to MooneySpace

Give LASAR a call

Couple hundred feet in my E, was a high speed taxi with a little too much nose up trim and gusty headwinds…….ooppppps

Can’t find my original post (I seem to remember MS losing some post a while back?). Brittian might have the Beech part # seeing how they use to produce it, or find an IPC for a queeny

You see used ones on here on occasion…. I found 2 NOS 5 or 6 years ago, it turns out that it is the same servo used on Beechcraft QueenAirs Yaw Dampener, when Brittain couldn’t get them produced Beech sourced them through someone else… I’ll try and find the post I wrote back then which has the Beech part number

dial type with memory pointer is the best, slowly increasing pressure till the paper slips out, take several readings until you get the “Feel” . Trap the shim (paper) the same amount or your results will be different each time

My gear (J-bar) was grossly out of rig when I purchased it, best guess was it took 60lbs + of force to get the gear in the down (bar up) position, in my pea brain that was 1200lbs on the other end if the J-bar is 20” long. Granted once it was cleaned, repaired, greased and rigged correctly it was 1/10 the effort