75_M20F

Any advice on when to change out the alternator? Mine is working fine, but it appears to have been on the airplane for a couple decades without service. Mechanic said brushes have over 50% left and the bearings are still good at last annual. I just have a "fear" of it failing and leaving me stranded somewhere, so I was considering changing it out. Thoughts?

Anyone can modify your subscription and mailing address to most magazines using the account number on the mailing label. So I can see why one would want to deidentify it.

http://www.themooneyflyer.com/issues/Mooney Flyer April 2013.pdf Article in here about X wind landings in a Mooney.... Good reading They seem to say about 20 knots is the cutoff, and recommends using flaps. (which I have always done as well)

I have a 1975F myself. Ebay seems to have a F few parts here and there. I normally just email Dan at LASAR and he takes care of what I need though. (parts-mods@lasar.com)

What is the crosswind limit on a Mooney anyway? I am comfortable with 20 knots or so direct x wind and it seems to be able to handle more. (I do happen to have a fair amount of experience... though......)

It looks good, but the power point pictures are hard to see. Can you post higher resolution pictures?

Love it! A little ironic.....

KGSO is where my Mooney F model lives..... 3 runways 10,001 foot runway 9,000 foot runway 6,380 foot runway Taking off I am at pattern altitude with runway still under me, kind of comforting in a way. Control tower with radar also

Bob, Yea, I know right? Well, it turns out that the metal off the cam and lifters was large enough to be caught in the filter. The particles never made it to the oil pan, so when a sample was taken it showed normal. (That was the explanation I was given) I'm not going disclose which company I used / post the reports - (I see nothing positive to come out of pointing to a particular company in this thread)

The Penn Yan Aero overhaul process is the result of over 70 years of experience overhauling thousands of Lycoming and thousands of Continental engines installed in all kinds of airframes flying in all kinds of environments around the world. The Penn Yan Aero proprietary overhaul process is FAA Approved and incorporates dozens of unique techniques that result in a smoother-running, longer-lasting engine that helps make flying safer and lowers operational costs. Fleet Operators and FBOs repeatedly specify Penn Yan Aero overhauls because they provide reliable economy. Penn Yan Aero Overhauled IO-360-A1A Includes Friendly, Highly Experienced and Knowledgable Staff Devoted to Helping You Find the Best Answers to Your Engine Needs Round-Trip Shipping, Including Logistics, Within the Contiguous United States Penn Yan Aero’s Highly Developed, FAA Approved, Proprietary Overhaul Process that Results in Reliable, Smooth-Running, Long-Lasting Performance Overhauled to Lycoming’s New Engine Fits and Tolerances, as a Minimum Weight-Matched Set of New Lycoming Pistons, Rings, Wrist Pins Cylinder Options as available All Parts, New and Overhauled, are Critically Inspected and Evaluated; Benchmarked to Lycoming’s New Engine Fits and Tolerances to Ensure Penn Yan Aero’s Stringent Quality Standards Crankshaft and Rotating Assembly Dynamically Spin-Balanced to within 0.20 Ounce/Inch Grams of Lycoming’s New Engine Specifications New Camshaft and Lifters New Bearings and Bushings New Oil Hoses, Seals, Bushings, and Gaskets New Slick Ignition Harness New Champion Spark Plugs New SkyTec Lite Weight Starter Certified Bendix Magnetos New Champion Oil Filter Certified Fuel Injection System New or Certified Fuel Pump New Miscellaneous Nuts, Washers, Bushings, and Springs, as Needed and Required Current and Compliant with all FAA Airworthiness Directives and Manufacturer’s Service Bulletins and Letters Set-Up and Tested Via Penn Yan Aero’s Rigorous 100 Minute Proof-Positive Test-Run and Post-Run Inspection Penn Yan Aero’s Warranty: 100% Parts and Labor for 3-Years or to Lycoming's Maximum Recommended Time Between Overhaul (TBO), Whichever Occurs First, Supported Worldwide and Transferable from One Owner to the Next Effective Diagnostic Service and Competent Technical Support Penn Yan Aero Overhauled IO-360-A1A with Penn Yan Aero Overhauled Steel Cylinders $25,011 / $224 per month Penn Yan Aero Overhauled IO-360-A1A with Penn Yan Aero Overhauled Nickel Cylinders $26,894 / $241 per month Penn Yan Aero Overhauled IO-360-A1A with New Factory Cylinders $28,918 / $259 per month (No sales tax)

My gov was contaminated with metal and could not be overhauled. $1750 for one of those.

My engine is off and at Penn Yann for an overhaul right now. Mine needed a new cam and lifters so I opted for an overhaul considering all the labor involved.

That hasn't been my experience. I don't use the fuel pump on hot engine starts.

I'm doing the Lopresti super 201 cowl STC and that comes with new nose gear doors. That's the only reason I will be selling my old doors. The other parts I assume will still be used.. I will let you know when they are off the plane, it's out of my hands right now.

If you can get nose gears doors for that price I would go with LASAR. (That sounds like what I would expect to pay for the just the skins)..... Mine wont be available for at least another month anyway. (Most nose gear doors for the F usually are 5 to 8 hundred a door that I have seen on ebay anyway)

I found some used ones at a salvage yard for "only" $4,500 per seat. I am still looking.

If you know of anyone wanting to sell some Mooney fully articulating seats, I am looking. Thanks

I will go take a look and see if I can locate the headrest holes. Makes one wonder why someone would remove the headrests to start with. Thanks for the information.

I have been doing the following for 15 years in my IO360. Works everytime. At shutdown - At idle (1000RPM), mixture to cutoff. - Pretty much a normal shutdown, things should be as normal as possible anyway. Startup - Master switch on, leave throttle where it was (if you accidently moved it, no problem just crack it slightly above idle) - mixture stays in cutoff. NO FUEL PUMP!!!! (you will flood the engine for sure!) - now start the engine it will turn over 3 or 4 times then fire, bring mixture to rich as it fires. The only time I was having major issues getting started it turned out I need my mags overhauled.....

No, my seats don't have those holes. Or a metal loop sticking out the top. Strange since mine is a 75F like yours.

http://www.aviationls.com/sitecore/content/Salvage_Repository/N6045Q_Mooney_M20C.aspx If someone needs a parts airplane?

Mine had been recovered around 2003 ish. I don't recall seeing any holes, but that was 13 years ago. I don't see how that cushion would fit my seat. I will try to find a picture. What does it look like on the seat?

Is that your shaving kit or what?

Has anyone ever put fully articulating seats in a vintage mooney? What do they cost? My 1975 OEM seats have no headrest and no vertical adjustment, just wondering about the possibility.

I may possibly have a set of NLG available soon off my 75 M20F (they are undamaged). What are they worth?