Raptor05121

IIRC talking to a 400 owner, it has a much lower useful load, and a whole number of expensive reoccuring ADs. And of course.....no parachute

Here you go.

The issue I had with the TailBeacon on my older 1963 is the included screws didnt match the thread and pitch of the backing plate on the tailcone of my plane, and the OEM screws for the OEM light didnt match the TailBeacon, so my mechanic had to scounge for two matching screws, but thats small potatoes.

That's the one that I have but for some reason my center post (I have two-piece windshield) wouldn't allow the little 'wings' to fit around the center post so I dremeled them off and triple-rivet'ed the center piece onto the post

x4 for PHT. They had the exact hoses I needed for the Mooney oil cooler relocation SB in-stock and shipped instantly. Excellent quality hoses.

This is neat.

@GEE-BEE would make a killing making a new accordian boot for these planes.

Are you working on a template for the C models? Any way to make a blank slate for other aircraft? (twins, etc)

1.) My plane has the thicker windows. Its noticeable quieter than other Mooneys I've ridden in, but I've also got a 3-blade. Not sure if they're both doing something or one over another, but thats that. It also squeaks when I taxi because the thick windows are rubbing against the frame more. After an ANR headset, not sure its worth it. 2.) Officially, a temp probe needs to be out of sunlight and out of the prop wash. Some manufacturers recommend drilling a small hole in an inspection cover on the bottom of the left wing (again out of the prop wash) and fish the wire through. 4.) Get the proper mount. It looks cleaner and technically if you don't have their mount, it invalidates the warranty on the compass.

I have one of these and it works great. Mine is 14v. Not sure if they made different models

Heres mine. Just updated. Emergency section on the back side

Best of luck to you. The insurance industry right now is not what we'd all call "reasonable", especially to newer/low-time pilots in complex airframes. Lots of guys getting dropped and some not even getting any conditional offers. But if anyone here can help, its Parker. Good luck and welcome to the forum

So this is personal to me. My grandpa owned a 1967 M20F, tail N2996L. Right after Christmas 2003, his mechanic/friend borrowed the plane to fly up to Ohio to visit family. He departed Ohio to come back to Florida but never made it. The plane crashed at the SC/NC border, with his friend perishing in the crash. Now it just so happens I'm working in the area, and if I can get a day off I'd like to go visit the crash site. I haven't seen the plane since I was a kid and I feel like it would bring some closure (wreckage is long gone). But something I can't workout: The NTSB narrative says he ran out of fuel. Both tanks were dry, nothing in the fuel spider, and no browning of vegetation and no post-impact fire. Yet the son of the PIC states the aircraft topped off with fuel from departure. The route (best I can figure out) was OH29-24J, which is 646nm. My little M20D with puny 48 gallon tanks could make that (in a no-wind scenario) with daytime VFR reserves. How does a turbo-normalized M20F with 64 gallons not make that? Not only that, the crash site is only 345nm from departure. Possibly ran one tank dry and couldn't switch? Departure time 10:15, crashed ~12:30. That time and distance works out to an average speed of 153 knots across the ground Assuming he was on one tank the entire time from takeoff,cruise, and finally starvation means he burned 32 gallons in 135 minutes which works out to be 14gph. That sounds plausible. But why would the other tank be dry? Whats even MORE perplexing is there was a small (but suitable) airport a few miles away to his southwest along his route, but witnesses at the crash site say they saw him flying NORTH, which was away from the nearest suitable airport. I remember for a fact the aircraft was fitted with one of the early yoke-mount B&W moving map Garmin GPS units. FWIW, the PIC was a commercial single/multi-engine pilot with over 3,500 hours and an A&P/IA cert. Aircraft did not have shoulder harnesses. It did have a working wing-leveler. Thoughts? NTSB Narrative

Oh we REALLY need to chat then

I just bought an iPad Air 4 and use an Anker car charger and it slowly charges it in flight with max brightness and all the bells and whistles going

Really wish I had my CFI checkride completed. I fly over SSI daily.

This is why I opted to buy the One-X versus the Bose or Lightspeeds

FIFY. Currently on step 6

Awesome and beautiful bird. I'm based over at Lake City and am in the area often. We should meet up one of these days

battery box?

I thought I made a post on here about it, but I had the same issue and had to degauss my plane. Here is my post from the Mooney Pilots Facebook group

Johnny, I'm a commercial pilot with 700 hours in Mooneys. I sent you a PM

None. Your choice for Mooneys are the Carenado Ovation which is a year old or the M20J which is about 8 years old and heavily dated