Brent

We thought the same thing and went for blue stitching that matched one of our exterior colors, and re-webbed the seatbelts in that same color. We were happy with the result.

Here's a pull-strap That AeroComfort did for me. I think the trick is having the right hardware; he just refinished mine (I think). On the plastics, I turned to the pros (AeroComfort again). But I think the plastic and fiberglass work necessary to salvage these old panels is within the skillset of someone with some patience and persistence and maybe a mentor to start out. One of the big things for me was I wanted to the reinstallation to look good, and I wasn't confident I'd get that part done right. (I replaced my side windows, and I wasn't proud of some of the aesthetics when I was done.)

I did a lot of stalls with a knowledgeable CFI when I was training for a Commercial rating (I didn't finish, good training, though). Power on, power off, falling leaf. I practiced power-on and power-off on my own, solo. I'll tell you I didn't much enjoy the power-on stalls when the wing dropped. I had spin training in an aerobatic 152 years ago, so that awareness informed my reflexes, which were quick enough. Still, even though I liked and appreciated the extra stall training, I try to stay away from the edge of the envelope. I will say that training made me hyper-aware of airspeed in the pattern and mountain wave situations out west, so that's a definite positive. I have the AOA indicator option on my G3X, too.

Blackstone published an interesting article in their newsletter regarding wear experience associated with unleaded fuel use. In short, their review of early analysis data suggests lower internal wear on engines using primarily unleaded fuel. That's encouraging for the metallic side of our engines. Like anyone else, I'd like to move to unleaded fuel. But my main concern, especially with a Mooney's polysulfide-sealed fuel tanks, remains the long-term effect of unleaded fuels on the polymeric components of our engine systems. I am not aware of any long-term, aircraft-grade test data published by ASTM, GAMI or anyone else documenting the effects of unleaded fuels on non-metal gaskets, sealants, hoses, etc. And I can't imagine filling my tanks with an unleaded fuel that might degrade the sealant. https://mcusercontent.com/f641390cba42169db49e0cd6e/files/e184c95d-65ce-cc5c-c628-a823ee134028/Jan26AC_Newsletter.02.pdf

Aero Comfort replaced the back seat rests in my '85J as part of my interior work earlier this year. I believe he had a couple salvage frames that he was able to use, but he might be able to offer something else. The back seat backs are comprised of a fiberglass backing panel and, I assume, some still tubing. I believe the seat bases are just the fiberglass panel with the foam on top. https://aerocomfort.com

Trans-Cal Industries, Inc. Altitude Encoder for sale. Model number SSD120-XXN Serial number 24961 Installed on my M20J on 08/22/2019. Removed on 11/29/2021 as part of avionics upgrade. Worked fine at removal. Asking $100 or best offer.

This did NOT happen to me when I upgraded avionics, including the GHC 500, so I'm thankful my avionics installer did it right because my trim was exactly the same. (They did reverse the wires on my ammeter/shunt, though, so I had to fix that.) But reading this thread, I'm thinking, holy cow, not good to know there are multiple shops missing this safety of flight item. And I wonder, would I have caught one before flying?

Hi, SoCal neighbor. Schiff Aviation at L.A. Whiteman (KWHP) knows Mooneys. I have done both full-service and owner-assisted annuals there since 2017; not sure about the Savvy angle. I have also worked with a couple shops at Santa Paula (KSZP): Fuller Aircraft Services (helped me when I was stranded over there with a magneto wiring mystery) and Ray's Aviation (did some Garmin avionics work).

That's who I called. They have my RFQ. We'll see.

Yes, I wasn't keen on used since that's what I have now, but I wasn't having any luck on any of the part numbers new. So thanks for the OEM catalog. I didn't know that. I did contact Safran's distributor. They had no stock go the 6041H53 (14v) but will check with the OEM. We'll see.

UPDATE: I found two used relays from BAS Parts, PN 940084-501, which are the Mooney retrofit parts for the original but now obsolete/unavailable 6041H53 and 70-311221 parts. I couldn't find new anywhere. LASAR had history from several years ago showing $3000 and 18 weeks lead-time. Worst case, even though used, these retrofit parts must be decades newer than my originals. We'll see. Thanks for the advice above.

Tapping on the relay restored downward movement. The other parts of the system (motor, actuator gear, limit switches, down/up panel switch, breakers test ok. So now I’m going on the hunt for the relays. PN 940050-501 is the applicable PN I see in the IPC. I’ll search today. If anyone has a sourcing idea, I’ll appreciate the advice.

No breakers popped. I clarified the original entry. Is the down-limit micro-switch that button with a little paddle clamped to the linkage rod? Thanks for the info.

At the end of the second leg of a cross-country yesterday I moved the landing gear switch to "Down" and nothing happened. I toggled the switch a couple times and got nothing. No motor motion, no circuit breakers popped, the low RPMs gear alarm continued (along with airspeed...), the "Gear Unsafe" annunciator light was lit, and the floor window showed red-stripe gear up. I lowered the gear using the manual extension and landed safely. Luckily, the issue happened at my home airport, so there's that. Ahead of the troubleshooting on jacks with my mechanic tomorrow, I thought I would solicit info from anyone with prior experience on this issue. Areas I assume we'll look at: actuator motor, breakers, relays (one for up, one for down), any loose wiring. (I did have some rain and turbulence on that leg.) (Side note for others: when you lower the gear via manual extension, be careful NOT to over-pull that ripcord cable. Lower the gear until the Gear Unsafe light goes off and you have normal green in the floor window, and that's it. If you force-pull the cable after you have a gear-safe condition, you will bend the long linkage rod in the belly. I almost learned that the hard way in a hangar with the plane on jacks a couple years ago.)

So, how hard was that lock to install a couple years ago? My first option with the Chicago Lock isn;t working, so Im thinking I'll go with the Medeco. It kills me as I just had the interior redone and now I'm pulling the nicely installed door panel apart.