DXB

USPS has lost the last two aviation-related packages I have sent or attempted to receive through them (most recently my oil analysis sent to Blackstone labs two weeks ago). I will leave it at that and spare you my subsequent rant, as i see you have your own pain to manage.

Um - that's pretty cool actually. I think my beat up old iPhone 5 may have just found a good home now that I've switched iPhone 6.

Thanks- this is entirely possible. Wondering what other details I've missed...

I got a '68 C model with bladders 5 months ago and find that I still need to learn some really basic stuff about this plane. Per POH preflight, I been dutifully pulling the ring by the fuel selector for each tank. But until yesterday, I never made someone else do it so I could see if and where the gascolator drains. Turns out I don't see anything draining. Further I have no clue where to find the the drain nozzle. Per records, the MSC mechanic who did my pre-buy+annual did clean the fuel screen and change a gasket in the gascolator. I'm not sure that it's related, but I had an incident 3 months ago where the fuel pressure gauge would go down to near 0 psi when I turned off the boost pump during climb above 1000agl. It happened 3x in a row, on either tank, making me freak out and turn the boost pump back on. Since then it's never happened again. I wonder if a piece of partially obstructive debris ultimately broke up and plugged the drain. So my questions are: 1. Where is the drain in the '68C? I've learned from prior posts that earlier C models had it in the nose gear well, but I'm not sure this is true of the '68. When I look in the wheel well, I can't identify it, but then I don't have a clue what I'm looking for either. 2. Assuming the drain is clogged, is there anything I can do to deal with this before taking it to the shop? 3. If it must go the shop, are the guys on my field able to handle this easily? They know Pipers and Grummans but seem minimally familiar with the old Mooneys.

That is an answer to my question above that I shall have to consider...

Yup my '68 C had the indicator installed at some point, but not sure it does much good- it's pretty subtle. Interestingly, per the document, it appears that my C model (SN 680002) was the very last C to leave the factory without one. I need the sticker too if anyone comes up with one. I guess could get off my lazy ass and make one as well. I try to tell the line guys at any FBO away from home to be careful about this, but I'm not sure I ever get through. What specifically do other people say at FBOs when they park the plane on an unfamiliar ramp for a couple of days?

Trying to imagine what Stratus 3 would do that Stratus 2 doesn't already. Maybe if it could make me a sandwich during a long cross county, that would be pretty handy. I bought my Stratus 2 about a month ago, and it was on backorder even buying directly from Appareo- took over a week to ship. With it selling as fast as they can produce it, it doesn't seem like there's much incentive to rush to market with v3.

I will be certainly be there for any of the August dates, though my plane may not, given that it's scheduled for it's panel redo in August.

It's in Puerto Vallarta. Someone here's gotta bring her home, presumably after a serious misadventure...

Also seller is a Family MD in New Jersey and not the registered owner. I'd love to know the back story on this one. What exactly went down in Mexico??

Looks like it has a US registration. Probably still too daunting and risky for the typical 1st time buyer, but it might be a steal for an experienced person who could pick up from a strange location and maybe pay the value of a parts plane.

I'm getting a JPI 900 put in my M20C in August. I'm starting to wonder if I should get this snubber, or snuffer, or whatever it's called installed preemptively? Based on the prior thread below, it's not hard to install backwards by mistake: http://mooneyspace.com/topic/12583-jpi-900-manifold-pressure-problem/

If one really really wanted a B model for some reason, this one sure is pretty: http://www.trade-a-plane.com/detail/aircraft/Single+Engine+Piston/1961/Mooney/M20B/2078392.html No connection to seller...

Brian- I'd be very interested in this - BTW wish I could have made it to the picnic today. I just learned oil/filter change and want to get more of the basics like spark plugs. I'd get a lot out of just about anything at this stage too. Assuming it's on a weekend this summer when I'm not traveling, I'd be willing to do anything to help, including volunteer my M20C if needed.

6 months after buying my M20C as a total noob, I still haven't broken the neurotic habit of looking at Controller/Trade-a-plane/Barnstormer for C models about once a week. It's striking to me how stagnant the market is for this particular plane. Maybe the good ones get snapped up quickly somewhere other than these sites, but rarely do I see a new one come up, and most of the ones there have been listed for an eternity at prices that look reasonable at first pass. But my well-known MSC prebuy mechanic lamented rarely seeing any good M20Cs come through his shop for prebuy any more, making me think most of these are either junk or quite expensive to get in shape. In addition, traveling and finding help to evaluate most of these planes is a time-consuming and very costly task for a typical buyer like me or the OP. I think what's most important is buying a carefully inspected airframe free of all corrosion, as good an engine as you can get, and a plane that is otherwise an absolute known entity regarding other issues, with appropriate price allowances for the type of problems like the OP mentions. Waiting for the perfect one is futile. Having said that, the more expensive the C model, the better the value, assuming it actually merits the price.

“What freedom lies in flying, what Godlike power it gives to men . . . I lose all consciousness in this strong unmortal space crowded with beauty, pierced with danger." Charles Lindbergh

Thanks- I actually suspect one of those lovely ladies is hiding in there somewhere already

Yes luckily it was weighed previously in '97 and came out at 935 (2 lb better than the calculated 933 up to that point). I agree I'd be scared to reweigh otherwise. It subsequently had a major overhaul, and bladders were added last year before I bought it. It was also subsequently repainted and had the interior redone without any W&B adjustment for this. I've been under all the panels during pre-buy in December, and the airframe was very clean of accumulated grime.

Huh- didn't realize the Skytec starter could save so much weight. Almost makes me wish my Prestolite would croak- guess I'm too cheap to make the swap while it's working well though.

Just be glad you don't live in Philly- did my homework and thought I'd be paying the 6% Pennsylvania rate, then got the bill for 2% higher because I live in Philly. At least Pennsylvania did away with tax on maintenance and avionics recently.

Getting rid of the step is an interesting idea, given how low our planes sit. Mine has a fixed step. Has anyone done this and how do they like it? Also must be good for at least 10 kts I bet

Yeah I considered doing this and then getting a TSO'd digital AI to stay IFR cert., but I'm in it for too much money already. The unit cost plus $400 mandatory battery replacements every two years end up being much more than maintaining the vac for now, even though it will just drive the AI, which is recently overhauled. Maybe after the part 23 rewrite...

Sure- will let you know- not sure why it's inop when I bought it but servos were overhauled in 2011 so might be in decent shape.

My still fairly new to me '68C started life with an impressive useful load of 1050 lbs but is now old and obese, with only 888 lb officially (though the accounting is sketchy in parts). Previous additions that are here to stay are bladders, 201 wing tips, and cowl closure. I figure there's a good amount of added weight behind the panel , and it's about to get the panel redone this summer (STEC-30, G650, Aspen PFD among other stuff). I'd like to hear ideas and experience on how to maximize the useful load gains before it gets reweighed at the end of this. My current thoughts are: 1. removing all Brittain wing leveler components (nonfunctional) will help 2. obviously removing the rest of the old engine gauges and panel components, along with any orphaned wiring 3. headrests from the front/rear seats (these aren't all that comfortable anyway) 4. Maybe get rid of the overhead speaker and handheld mic input? Will I ever actually use these for anything?? 5. I should try to drop 10lbs myself- seems only fair given what I'm asking of my plane. Anything else likely to be hiding in this plane that should be torn out?

KT-74 is around 2500, and is plug and play for KT76A, plus 1 extra connection to existing GPS gives ADS-b out (could skip the connection for now but be set up to take care of ADS-b compliance easily later) . Might be an opportunity to kill a couple birds with one stone.