MBDiagMan

One year follow up: I bumped this thread to the top after finding it. I will return later today and write my one year of ownership follow up.

If everything is equal, then the obvious choice would be an E. If, however, the choice is being made between an E and a C, condition, engine and prop time, panel, tanks, and damage history are factors that would be more important considerations IMHO. IOW don’t settle for a considerably poorer condition airplane to get an E. My $0.02,

You had a great transition instructor, He is not only a good instructor but also a great guy. Congrats on the new plane!

Don is hosting a Mooney fly in at Red Bird April 14th. You should be able to see several, weather permitting. If the weather permits I will be there. Thanks to whoever posted about June First, although that will be my Moms 94th birthday, I will look into it.

Yeah, I am old enough that I have a few Yankees. Glad my current Yankees have batteries.

You snooze, you lose. Way to be on top of things MooneyFlyFast!

Please point out in my writing where I &itched and moaned. I love my Mooney and am perfectly willing to do what it takes to keep it reliably, safely and legally airworthy. I did, however, contrast the job against what it takes on my other aircraft. As far as powered drivers go, I doubt if there is anyone here who appreciates them more than myself. I am 68 years old and grew up in my Dads auto repair shop. Beyond the powered valve grinding machine and a few clunky electric drills I don’t recall a power tool of any kind in that shop before the early to mid sixties. In addition to that, in the Army I was trained in maintenance, troubleshooting and repair of the Nike Hercules missile, a 43 feet long, two stage nuclear warhead equipped missile. It had hatches with well over a hundred screws on each and no power tools. The best we had was a speed handle and a Philips bit. Although we had crewman to remove and replace hatches for us, we still got our share of dealing with those screws using hand tools, so believe me, I understand and appreciate modern drivers.

Yes, getting familiar with the ship is the reason I do it. The savings will be minimal. I know my Cessna from spinner to stern light after many annuals. Hank, I never thought of using Dzus fasteners everywhere. It would be a huge undertaking. Is it worth it?

I have been doing owner assist Annuals on my Cessna 140 for many years and started stripping the Mooney today for annual. It’s no Cessna! I can strip my Cessna in a few hours now that I have done it a few times. I removed the engine covers and built a rack so that I could safely store them without threat of them getting stepped on. I pulled 26 covers from underneath the right wing and pulled all the fuselage covers except the belly covers. I took time to go get a creeper for the hangar and lumber to build the panel rack. I had about six hours in it including a diversion to visit with a Mooney driver that landed. I plan on doing the other wing and belly Pans in the morning and then see what it takes to get out the interior. They are supposed to start the annual Monday. As an aside, the gentleman that did the prebuy inspection and first annual said that it was the most corrosion free Mooney he had seen in thirty years. I now know why he said that. Everywhere I looked inside looked like brand new. I have yet to see the tiniest bit of corrosion. Before coming home with me she lived her entire life in a hangar where she was born, in Kerrville, Texas. There is a lot to be said for a dry climate.

I have been doing owner assist Annuals on my Cessna 140 for many years and started stripping the Mooney today for annual. It’s no Cessna! I can strip my Cessna in a few hours now that I have done it a few times. i removed the engine covers and built a rack so that I could safely store them without threat of them getting stepped. I pulled 26 covers from nderneath the right wing and pulled all the fuselage covers except the belly covers. I took time to go get a creeper for the hangar and lumber to build the panel rack. I had about six hours in it including a diversion to visit with a Mooney driver that landed. I plan on doing the other wing and belly Pans in the morning and then see what it takes to get out the interior. They are supposed to start the annual Monday. As an aside, the gentleman that did the prebuy inspection and first annual said that it was the most corrosion free Mooney he had seen in thirty years. I now know why. Everywhere I looked inside looked like brand new. I have yet to see the tiniest bit of corrosion. Before coming home with me she lived her entire life in a hangar where she was born, Kerrville, Texas. There is a lot to be said for a dry climate.

I am anxious to see the YouTube’s on the C’s.

I am about to begin my annual and the ASI needs attention. It works great but the lens is extremely cloudy, assumedly from cigarette smoke of the past. My Cessna has a custom IFR panel. It has A True Air Speed indicator where you can enter temp and it uses altitude to display true air speed. Sure would love to have one in the Mooney. Anyone ever have one marked with proper speed ranges for the Mooney? If I do this it would seem that now would be the time. any thoughts or experience to share?

When I got the Mooney and used 25 squared, the transition instructor put me onto everything forward for climb out at 105 IAS. I saw that corraborated on this forum and have done so ever since. I am all ears for reasons for each method.

It is obvious that quality tools and equipment are a good investment. That said, I have many years of welding and fab experience. I am very confident in RL’s jack design as well as my own fab and welding experience. I can give the cut sheet to a friend who will plasma cut everything and all I have to do is tack it together then burn it all in with 7018. I am retired so I have the time to put into it, and am confident that it will result in quality equipment to use as long as I own the aircraft.

I faithfully stick the tanks. A habit held over from years of Cessna 140 flying. On the Mooney, however, it rarely means actually using the stick, because when I pull the cap it is to the top. My FBO has my American Express on file and a key to the hangar. I ask them to top off the tanks after every flight. I always pull the caps and sample both tanks though. I changed FF to block for 10GPH and will use Hanks throttle method.

Yes, Don is clearly one that will step up to the plate. He put together a great event venue and agenda last year and it was wonderful meeting him and the others. Now.... if he can just learn to order up better weather for us.....

Thanks Hank! Are you saying that you have everything forward to 7,000’ then pull back throttle until MP needle moves then turn down RPM to 2500?

What fuel burn rate do you flight plan for. I usually run at about 22 inches and 2,500 and seem to burn about 9GPH. What do you plan for? I don’t cut it close at all when it comes to fuel, but I really would like to be practical rather than stopping too much.

How many gallons should the washtub be to hold three bags?

Oh well, I can always use the exercise. At least you didn’t claim you would take us down with anti aircraft artillery.

Okay Don, Got It! That clears it up well. You guys are the best!

OUTSTANDING! We will be there weather permitting. If the Mooney is not out of annual by then can we show up in our taildragger or will we be barred from the field?

Don, How do I find your particular album?

OUTSTANDING guys! I fully expected to get a good solution from you guys! I am in Galveston this week! We had too much stuff to bring and couldn’t fly.☹️ Will be back home Monday and start on this Tuesday.

I am coming up on annual and will do it in my hangar. I would like to invest in a set of Jacks, but I hate to lay out $700+ from aircraft spruce. What kind of economy jacks have you bought or fabricated? I am a good fabricator/welder if anyone has any suggestions.