MikeOH

I always preferred bat wings over eye of newt, but they're both hard to find these days...especially in Kalifornia

That's pretty much how my zip-lock bag method works; rides up over the bottom of the oil filter adaptor flange.

I believe the o-rings are internal but I've never had mine apart. Various 'tricks' for preventing all the oil spills when removing the filter. My technique: After breaking loose the filter and unscrewing to the point it will start to leak I then slip a large zip-lock bag over it and 'pull' up on the edge of the open end. That raises the bag up behind the filter mounting flange and prevents the oil from leaking. Unscrewing the filter with the bag on it takes a little practice/effort but the engine remains spotless!

Hmm, interesting question as my OAT (in the pilot's side window) was removed by the PO when he installed the digital OAT. I don't recall anything in the paperwork even mentioning it, though I wasn't specifically looking for 'removed old OAT'. My first question is if an OAT is even required by the TCDS? If not, it seems you could remove it without issue.

Not trying to be mean or anything, but basically...your attitude is why @toto's expectations are unreasonable I disagree vehemently that his expectations are "different enough from most people's" I do not agree "that most people are OK with a few scratches each time". We are forced to put up with it because, for reasons that completely escape me, 'service' in the aviation world is, in a word, pathetic. The continued acceptance of poor service and the tacit expectation of the same is kind of sad, really. Would you expect "that most people are OK with a few scratches each time" they take their car in for service? If not, why should the expectation be any different for one's aircraft? Do I have a solution to the situation? Nope, but that doesn't mean I'm not free to bitch about it

@Shadrach @Ragsf15e My 'system' looks like the IX labelled area I've outlined below and calls out air-box item 19, not like the area labeled "I" which calls out item 1 and looks like Shadrach's 'system'. This seems to match the IPC for my '70F (and '69F) The "I" configuration seems to apply to C models. Perhaps the '67F matches "I" as well, but the IPC I have used doesn't cover before 1968.

Since your mic and sidetone work properly when in intercom mode and the intercom 'cuts out' when you key the mic, I think you have an intermittent mic wiring issue between the intercom and the radio. I suspect you are keying the transmitter (need to verify the TX indicator is active) but the mic signal is not getting to the transmitter. Have you tried reseating/reracking the 430? Probably a long shot, but easy to try.

I may not be following correctly, but I think what @N201MKTurbo is actually asking is if, when the PTT is depressed, is there is a difference in the sidetone when transmitting successfully and when you can't transmit; not the difference in sidetone when you release the PTT (that's when it goes back to the intercom sidetone).

Yeah, it would piss me off if I had a nice new paint job. Thankfully, I can't swing $20K for paint so I don't worry about it much

My 70F has the skid:

CB here; still use the factory tow bar. Fell on my ass twice before I put a bend in the handle, but no issues since then

Another happy Savvy QA customer for the last 6 years. I like the data analysis and deep cohort history along with the exhaust valve monitoring. Looking forward to using the borescope service. SavvyMX is way too expensive to be a good value IMHO.

My '70F only has the eyeball vent

Not sure why it would have been messed with at annual, but the fact you bench checked the ignition switch implies the wiring was removed. Any chance the ignition switch wiring was hooked up wrong when it was reinstalled? It seems like the mag is being inadvertently grounded while you are cranking; an mis-wired switch might well cause that.

Another great Mooney CFII on the west coast is Paul @kortopates

I've got room in my bank account for the $100K

If it's intermittent then it could be the gear warning, which could indicate the throttle microswitch If it's actually the speaker then...never mind!

@mmcdaniel33 Interesting idea! I suppose it would depend upon establishing that the damage occurred when the policy was in effect. Has an appropriate policy been maintained since the owner passed if the damage was after? Any statute of limitations on claims?

If this was the first Mooney you've looked at, then you are very wise to put it aside and check out others. It is important, in my view, to get a sense of what the market is offering by seeing what planes look like in person and at what prices. Yeah, I know they are sold all the time 'sight unseen'; but I don't feel that's the best plan for a first time buyer. I looked for an embarrassingly long time and at a lot of aircraft before my purchase. And, while I don't recommend my agonizingly slow approach, I did know a 'good plane' and a 'good deal' when it came around. In fact, I missed out on two good purchases by NOT being ready to strike; I liked what I saw and 'went home to think about it'...and the plane was gone when I called back after a day! Have the money ready to go when you find 'the one'!

@Flyler Personally, when I was shopping I would have walked from this one. Like mmcdaniel's wife, the paint would have been a 'no go' for my wife, too (New paint is $15K and up) If the missing logs were far enough back (over 20 years) that probably wouldn't have been a show stopper. Fixing the bent nose gear is going to be pricey! You need to get a solid estimate on that cost BEFORE you proceed; especially if the seller is going to further discount. But, the MAIN reason I would walk is the THREE YEARS not flying.

Glad to hear you've had a, i.e. one, good experience...I believe Philiplane's experience was with "more than a DOZEN MT propellers." So, when it comes time for a new prop, I'm going to consider the more than one experience and stick with the 2 blade all-metal Hartzell

Be very, very careful with any 'cheap' airplane! It likely will be anything but, in the long run (more probably even in the short run!) I'm very happy with my F but have only filled all the seats once in over 6 years of ownership; make sure you are realistic with your family situation and how often that is going to happen (and, you'll be in the front so you won't suffer, anyway) An E is a bit faster. Don't turn down a good E when shopping unless you are really convinced you have to have an F. Finally, while unlikely if you buy one that has seen recent continuous use, be sure you can handle an engine overhaul ($30K-$40K). So, if your purchasing budget is $85K-$90K, just be sure you can deal with the disaster of an OH. I've seen too many ramp rats that I wonder if the owner couldn't afford a sudden large expense and the plane just sits.

I'll give the advice I always give: 1) Recent and continuous use over the past couple of years is the MOST important factor. Be more concerned with a low time engine that has NOT flown much than with a high time engine with plenty of recent use. 2) Buy equipped the way you want, as much as possible. "Upgrading" avionics/paint/interior is going to be time consuming and costly. Sorry, I can't help with what's a fair price these days...it's been over 6 years since I bought my '70F; market has changed a bunch since then!

"2-Methoxyethanol is toxic to the bone marrow and testicles." I'll pass, thanks

Possible. Wonder if there has been a 'sea change'? @Parker_Woodruff Has there been an overall change where underwriters demand hours in the exact model? Or, is it unchanged policy?