AJ88V

this was high on my list, as my new hangar has almost no slope and no rails to contend with. The hangar at my old place was a nightmare. Sure you'll be able to sell it pretty quickly. Sounds like your gas tug will fill the bill. Good luck!

@Rizvon - Have you tried a different battery? Maybe that's all it needs to work for you. Aviation Consumer says this unit was designed for moving 4-5,000 lb aircraft. https://www.aviationconsumer.com/accessories/electric-tow-bars-hand-tool-powered/

Just posting Mooney SBM20-205B control shaft inspection for reference https://www.mooney.com/wp-content/uploads/2020/12/SBM20-205B.pdf It does not specify inspection of the control yokes as noted int the Airworthiness Concern.

The copilot yoke on my 1970C looks exactly like the broken one. IA said he inspected the yokes there were no cracks during the shaft inspection. My yokes DO rock slightly, which is another reason why I was looking at those ACS yokes on Aircraft Spruce.

Agreed. My A&P maintains a lot of antique aircraft and is pretty willing to fabricate a part you can't get to keep a bird flying. But if there is an available used part we can get (in reasonable time), then that's what he'll insist on using. Never mind that the 50 year old part costs a fortune and is inferior. And the only reason the 50 year old part costs a fortune is because there is a limited supply and no acceptable substitute. I just wish there was some recognition by the FAA that we aren't actually making planes safer this way. We need something like the acceptance of Basic Med for aircraft, even if it's on a case-by-case basis (ok, 337). The counter argument is that our Mooney fleet is pretty consistent, unlike antique aircraft (and many homebuilts) where no two are alike. The consistency of certified aircraft does add value. I wonder what it would take to get an STC for that ACS yoke on a Mooney? The part is cheap enough that you could risk destroying one to show it was adequate. Make a test stand and show it will take loads far in excess of the original part? I'm sure it would.

One issue is that any crack is potentially hidden under the plastic (powdercoat?) finish which is flaking on mine (looks like a crack, but evidently metal underneath is good). I talked to my A&P about this and specifically asked if we could adapt with this nice, machined billet ACS yoke (https://www.aircraftspruce.com/catalog/appages/acscontrolwhl3b.php?clickkey=7575) That got a hearty NO response. So it's ok to spend $750 for a 50 year old used part made of cast metal that is known to crack, but we can't substitute a modern part like the ACS which is both stronger and cheaper.

Pretty sure this will be my end-state solution. Don't think the location directly above and left of the copilot yoke is gonna work.

Part of the appeal of a Dynon setup to me is that Dynon makes the wiring harness and an A&P can install everything. Dynon developed the system for the homebuilder crowd and made everything super easy (compared to traditional avionics). So (if I can get my A&P to agree) I could potentially do a bunch of the work and then get my A&P/IA to do the things I'm not qualified to do.

I haven't seen the Busch interview (major respect, BTW), but it did seem like over-reaction in the article I linked. On the other hand, maybe over-reaction is EXACTLY what is called for. Once the memo says you have to be there in-person to supervise (imminently reasonable), it's open to interpretation what "being there" and "supervise" actually mean. It's the result of our absurdly litigious society. It's why police officers simultaneously want to wear bodycams and don't want to wear bodycams. It's why military brass want a remote control on every sergeant and 2nd looey. It's why the stupidest stuff in the government takes forever because the consequences can be severe even when the risks are minuscule. <end /rant>

My panel is pretty much 1970 and no autopilot. I'm leaning towards Dynon, but there is a big risk to counting on an autopilot being certified. Yes, it's showing as the most 'down the road to completion' on the Dynon website, but that is no guarantee, nor is it a guarantee that the pre-J models will be certified. As for the engine monitor, the Dynon approach looks pretty attractive when you figure in a separate top-of-the-line engine monitor alone would add $5 - $12K installed.

Since I had to look that one up! https://www.ainonline.com/aviation-news/business-aviation/2024-09-24/faa-interpretation-disallows-remote-mx-supervision I'm not entirely sure this affects most situations with an owner-assist. I would expect the supervisor to be able to directly inspect physically. "The request for interpretation was submitted by Jonathan Moss, manager of the FAA’s Flight Standards District Office in Little Rock, Arkansas. Moss asked “whether a supervisor must be physically present at the site of the maintenance, or if he may supervise remotely, through Zoom, FaceTime, live feed TV, photographs, downloadable video, or other electronic means. Assuming remote supervision is allowed, [he] then asked if the supervising mechanic would be allowed to provide the documentation for return to service electronically.” FWIW, most of what I did was opening and closing panels and cleaning out %^%#$ birds nests (ughhhh!). Besides doing a lot of general cleaning that I wouldn't necessarily expect an A&P to do, I reinstalled all the inspection panel and belly panel screws with a little anti-seize compound to make it easier next time.

I spent 4 days early this month, but realistically it was only two for the owner assist. Also, I did use another shop that was giving me annuals on the range of $8500 the first time (which I chalked up to a new set of eyes) that followed with a $7500, where I realized they were raking me. Yes, the work was excellent, but they insisted on fixes that I would have easily lived with (coming from someone who is not an A&P, but is a former motorcycle mechanic and current shadetree mechanic). And this was maybe 12-15 years ago, so those dollars were a lot more valuable.

That's consistent with my experience, but I've been with the same shop for over a decade. Any new shop is going to be extra cautious because they'll be signing off on a plane they've never seen before and, well if anything bad happens in the air, the maintenance records will be the first thing the authorities go for

I did meet a Mooney owner in Phoenix who did exactly this. (airport not ID'd to protect the guilty) Two thoughts: One, avgas is unbelievably stable stuff. After my old airport (W32) closed and I lost my hangar, my plane had to sit outside for two years unused while I got my medical straightened out. Wings were eventually covered to protect from hail damage and maybe shielded from direct sun, but, still, sitting for two years and the gas still smelled fresh as new and the engine fired right up. Heck, I have some older motorcycles that can't make it through a winter without having to clean the carbs in the spring. Avgas can sit for years, not mogas. Two, while the engine may be fine on mogas, I have no idea about things like the tank sealant, fuel lines, gaskets, o-rings, and pump seals. They were tested to withstand the avgas spec (ASTM D910 and DEF STAN 91-090). Do you even know what is in the mogas you'd be buying? Any testing done on the tank sealant, gaskets and seals? Is the money you might save worth your life?

So did not find a great place for this uniting my panel. The 3" hole in the lower left is too tight against the sidewall to fit the square D3 box. There is another hole just above and to the right of the yoke, but that will make me move my CHT scanner. Easiest place is just above the copilot yoke, but then I'll need to fab an improved filler panel to the one I currently have there. Still experimenting and will likely use the suction cup mount on the windshield or mount to the center post like LANCECASPER did.

I was surprised reading the manual that the D3 turns on any time it's connected to USB power, but now that I think of it as a (euphemistically) 'installed' instrument, it makes perfect sense. I also like that Dynon supplies a USB charger plug with 2 USB ports. One for the D3 and one for my iPad! Very complete package and a nice little safety backup for the price. QUESTION: For those who have experience with the D3, do you have to calibrate it every time you start it, or does it remember the previous calibration? An in a Mooney, is setting the horizon when on level ground close to level in flight attitude at cruise?

Giving thought to a new panel now that '88V is returning to the air. Most folks are recommending dual GI275s and a panel mounted GPS, but it seems that dual glass panels and a GPS won't cost that much more if one considers adding in a modern engine monitor system too. Thinking a Garmin GPS and Dynon panels with the engine monitor kit. Am I wildly off-base with this thinking? Again, just dreaming. I already have 4-cyl EGT (switchable) and 4-cyle CHT (scanning peak) installed, so no hurry, and I need to get some airborne hours in first to see that I'm not buying major engine work (from sitting). Thanks!

https://lasar.com/stc-kits/oversize-bushing-kit-laskit122a https://lasar.com/chassis-hardware/nose-bushing-and-bolt-kit-kit012

Thanks for the PIREP, Mike. I have only played with mine on the ground, but the unit seems very well thought out. The attachment gear supplied with the D3 looks really nice - either a 3" hole mount or a full RAM mount with suction cup. This should be good training for moving to a EFIS in the future. Unfortunately, I won't be testing in the air for at least another week. Completed my BFR in a Cessna last weekend, but not planning to fly the Mooney without a rated instructor just for safety's sake. Headed to the airport tomorrow (just got a hangar !!!!) and will see where to mount the D3. Have a 3" hole available in the lower left corner of my panel, but will also see if my tiny vacuum gauge can be relocated so the D3 can move into that spot on the top row. Cheers!

Manassas HEF is super close to a Virginia Railway Express (VRE) terminal (2 miles), and with that it's an easy hop into downtown DC or the DC Metro system generally. Uber or rental cars are expensive. Parking in DC is ALWAYS expensive. Definitely do the SFRA training, whether or not you're required to do so. I used to base at one of the DC3 airports (inside the Flight Restricted Zone /FRZ) and it was reallllllyyyyy common to hear the powers that be scrambling the Coast Guard helos for some poor fool who had inadvertently stumbled across the line. Yes, filing IFR will go a long way to avoiding that, but still better to monitor guard on 121.5 and do the SFRA training. Even very experienced pilots have been busted.

That's really fun. Nice for you to meet your airplane's sister! Digging around, I found that you can search the FAA database by Serial Number https://registry.faa.gov/aircraftinquiry/Search/SerialNumberInquiry It looks like planes on both sides of mine are still flying!

Thanks to all who have responded. I completed my BFR yesterday - once again an airman! The second time around in the 172 was much better, as I had acclimated to the airplane and just getting my 'air legs' back generally. Still want some Mooney proficiency instruction and have reached out based on your recommendations. Thanks for your help!

This is a wise and mature attitude. All Mooney owners want more speed and in the practical sense, it's ultimately about bragging rights. What you have is a lovely plane that delivers more knots per horsepower and more nm per gallon than just about anything else in the air, and you're doing it at a bargain price to boot! Enjoy!

It appears AOPA is no longer making Vref for free, but might still be worth checking into https://vref.com/aircraft-appraisals

Not sure Not sure if this has been addressed elsewhere on the forum, but posting here. I just came out of annual and Surefly was very high on my list of 'upgrades'. However, my A&P, who has been a big proponent, says he's seeing problem with accelerated plug wear (massive electrodes) on the order of 50 hour replacement and destruction of plug harnesses. In fact, he suffered a rough engine from this on a recent 'rescue' flight he was making in his airplane, ultimately determined to be a fried harness. Evidently, Surefly is coming out with new plug harnesses, but that won't address the accelerated plug wear. YMMV