MikeOH

@Cody Stallings I'm sure the O-rings were replaced when mine was overhauled, and then when I sent it back. What would be a possible reason it still leaks??

Using 1/2" thick tempered glass helps immensely

All of that makes sense to me. I'm still struggling with this method. I thought the trim wheel in the Mooney adjusted the angle of incidence of the stabilizer via a jackscrew. But I don't understand how the spring bungees play into this. Does the trim wheel also provide the preload to the springs? If so, why are they even necessary as I would think you would just adjust out the force with the stabilizer AOI. If not, where does the preload come from? If it is fixed, then it is really not being adjusted by the pilot and is not really an 'active' trim adjustment. More like what @DCarlton was referring to: the spring force would be dependent on the aerodynamic load, i.e. airspeed dependent. I'm probably missing something obvious...

^^^ THIS ^^^ My only disappointment is that my F has electric gear and flaps! It does have just manual trim, which I love! My ideal purchase would have been J-bar, and completely manual flaps like a B model (NOT even hydraulic).

An airplane??? Here on Earth???

Much like the fear over the 'no back spring' issue, I think the Dukes gear wear issue is somewhat over blown. I suspect that is due to the catastrophic outcome of the failure of either one, rather than hard data on how often this likely happens. I.e., out of all the gear ups that occur how many are because the gears failed? Further, based solely on my mechanics opinion, if the gears are regularly serviced/inspected per the AD, they actually wear very little. Consequently, I think @Ragsf15e is spot on with his comment that the gears would be nice to have available, but coughing up over $2K to have one 'on the shelf' is not terribly likely.

I think what @Jackk was getting at is that legality is based upon the stall speed at gross weight, NOT the weight and actual stall speed you choose to fly at. So, no, NOT legal if that number is over 59 knots CAS.

HAH! Well, then here is mine! A second "HAH"! Whether Mooney survives, or not, will not make my airplane a paperweight. I've managed maintenance and parts replacement without needing Mooney for eight years. Would I like access to Mooney parts? Well, yes I would. From what I can tell they haven't really been able to do so very well for some time. Their disappearance is not going to materially affect my aircraft. I'll go OPP if I have to. Just like many other makes without factory support. By and large we are flying antiques. To think that Mooney going out of biz is going to render all our aircraft paperweights smacks of "schoolyard yammering" of the "sky is falling" variety No, the current LASAR has not been in business for a long time and most certainly does not have a 'solid history' to stand upon. This is not the well-established and Mooney community trusted business established and successfully run for decades of Paul and Sheri Lowen! Really? Asking for cash upfront from owners, without any clear idea of where your 'investment' money is going, or what you get for it sounds like a pretty good proposition from a 'fly by night' opertation! Oddly, I thought the very strong implication from LASAR was that this "owner money" was going to help 'bail out' Mooney! How it was going to do that is less than transparent to me. While I do not doubt Jonny has 'worked his tail off' my reaction is, coldly, "so what?" It's business, not charity. If he want to donate his own money, he's free to do so. Doesn't mean the rest of us of are 'demonizing' anyone or any thing; we just are careful with whom we invest OUR money. As far as 'zero actual information' I see no evidence that you have any more of 'actual information' than the rest of us! WOW! Maybe rather than vilify those of us that are CAREFUL where we invest out money you might consider that some individuals here are finance experts and have good reasons NOT to invest based on the rather 'sketchy' prospectus information available. It's the internet and the idea that those of us who disagree with you should just shut up because our non-monetized opinions are 'just noise' is pretty childish, IMHO. On that point I agree with you. As with many other companies at the end of their life-span that may well be the outcome. It commonly occurs after altruism and subsequent continued bad investment fails to achieve a more desirable outcome. Again, though, it will NOT turn our aircraft into paperweights. You are free to soon part with your money in any way you see fit

Reading experiences like this one is why I ALWAYS call the FBO ahead of time to find out what ALL their fees will be. If there is 'no other choice', including using a different airport, at least I don't get an unexpected surprise.

Hmm, more like realism and ignoring direct market feedback from owners and potential customers sounds kinda dumb…amateur hour, frankly. No, it’s about running a business and turning a profit. I’m not, never have been, and very much doubt I will ever will be a stakeholder. Mooney has always had a pretty checkered business past that is not in alignment with my investment criteria I don’t believe that’s what he said. I read that he found Lasar’s approach pretty atrocious; I’d have to agree 100% with that assessment!

BINGO!

Thoughts? Their kids are headed to college on the Mooney Pilot Scholarship plan

@EricJ I swear, if that happens, I'm holding YOU responsible for giving them the idea!

If the oil temp needle is off the peg, I'll take off. Taxi and runup has always done that.

That's why I've always thought this whole 'burn cert' thing was beyond silly. In a large cabin class aircraft (like a commercial airliner) it makes sense, but not for a four seat GA plane!

Well, there you go! I've been worry free for just 8 years, but it feels good

My F has a fixed step. I rather like not having to worry about any mechanism having issues. I can live with the 'massive' loss in speed

Ok, as I'm thinking about redoing my seats I'm very interested in this topic! The foam price out of Oregon Aero is INSANE! Even Spruce seemed pretty brutal at nearly $50 for a small (16" x 18" x 1") piece of polyurethane foam. Some Google Fu came up with this: https://foamonline.com/product-category/foam/high-density-foam/?srsltid=AfmBOoq_4fImxf8F-pwv6sd49M5iHxJUYYXLBsJ_uc57-msi8pPxYCAq $6 for the same size sheet! That seems a bit more rational! To my CB mind, anyway You'll note there is some reference to some flammability testing standards at the bottom of the page; I have NOT looked into their equivalence/suitablity for aviation requirements. But I plan to!

@Captnmack Can you elaborate a little bit more on what you are after? Your new weight and CG should be all you need to enter into ForeFlight; it should have the default factory envelope limits. If not, you can get those from your POH.

Uh, YES IT IS! Just because YOURS and your SR22 buddy's are not is hardly evidence of GA as a whole! Look, I get it, YOU don't want to think there is anything wrong with YOUR plane, and you tell yourself that 10-20 ppm is not that dangerous (50 ppm is the OSHA 8 hour limit) but you are flying and at altitude the effects are likely more serious. Mine is zero in cruise, and just go back through this thread and look at all the individuals also with zero in cruise. It is NOT an anomaly to have zero. It's got nothing to do with how ancient our engine designs are; it's all about properly sealed cabins and healthy exhaust systems.

Hmm, I don't think it's 'wishful' thinking whatsoever. Mine reads zero nearly all of the time. Exception is 10-15 during runup, sometimes. Or, if I have the door open on hot days when taxiing. As you can see from this thread I am NOT the only one. Frankly, if YOU are seeing 20 ppm in your plane, you should investigate why.

Mine was overhauled around the time of the Aeroshell issue. But it leaked before and after, so who knows? I think Nyco is the new recommendation, but can’t be mixed with the Aeroshell. However, you can mix Aeroshell 5 with 6, FWIW.

It also helps that I just won’t go outside if it’s below freezing

YIKES!! I'm not trying to be a Karen, but OSHA sets a 100ppm limit for a work environment; MUST evacuate the area! If the 800 ppm is real, I would NOT fly the plane. The exhaust might be getting in from leaks in the rear fuselage but that’s just a guess as I have never, thankfully, had to deal with high CO levels.

I’ve had the same issue since I’ve owned my F. I have a Hartzell 2 blade with the non-AD hub. I had the prop overhauled and it still leaked! Sent it back…still leaked! Flew for a few years and sent it in again…guess what? Yup, still leaks! But, now only one blade, and it’s less. I’ve pretty much resigned myself to just living with it