AJ88V

Do you check your oil level just by pulling out the dipstick? Or do you pull the stick, wipe it and then check it again? And if you do the latter, do you screw in the dipstick and then unscrew to check? I figure there's half a quart of difference in the level (typically no big deal, since these engines carry about double the oil actually needed to run without damage). Oddly, I could not find anything definitive if you should check the oil with the stick screwed down, or without screwing it in. Not in my POH, not in the Lycoming docs, not on AOPA. I always check screwed in. You? Now for the neat trick. Found this on YouTube.

I actually considered that! (that's why I didn't put 'kts' after the 161!)

I'm trying to figure out what you're doing to get a TAS of 161 in level flight in a C model! FWIW my personal record was through the Tehachapi Pass in California maintaining a steady 80 kts GS. Can't imagine that in a 172.

I may have read a similar opinion from Mike Busch.

Yeah, I'm still thinking of picking up a used DC H10-13S headset and doing a Headsets Inc conversion. The controller box is pretty old fashioned, but that combo does work well and the passive attenuation is quite good.

Didn't find a better deal for a higher-end ANR headset, so pulled the trigger on the Lightspeed Zulu3 last night. All the major sellers had the $799 promo price (Spruce, Sporty's, Amazon) and had free shipping, but they all also charged t@xes ($56? in Virginia). Ended up buying direct from Lightspeed for $799 total shipped. FWIW, I do really like my Bose A30s, but definitely would have bought two Lightspeeds if they had this sale back in the summer. At the time I was comparing the Delta Zulu to the Bose and in a pique of aviation enthusiasm said WTF and bought the Bose.

Hard to believe this thread is still going. There are several Bendix switches, PN 10-357210-1 on Ebay for less than $150 shipped with keys. Looks like it was used in a bunch of planes, including Piper Arrow. Love the Bendix Scintilla switch @PT20J. Found a NOS keyed version of that switch on Ebay, but doesn't include the keys from what I can see.

Accidents do impact actuarial rates across the board for Make and Model. You are correct that this individual accident won’t directly affect my rates, but collectively more Mooney accidents do raise rates for Mooneys. My regrets for the imprecise language.

I thought the Beech engine was a close match. Given that the certified engine is unsupported, the swap should have a better chance of being approved. Seeing what they are doing to those old Navions.... Speaking of which, we have maybe 15 Navions at Culpeper. They are in the air all the time down here in Virginia. I really am considering getting one. Just having a hard time justifying higher fuel burn for slower speed, but it has different charms (like room, handling, and aero properties no Mooney can match), just not speed and efficiency! LOL!!!

Gear up most likely takes out the engine and prop ($60K), but the plane slides on it's belly, so most likely the skins, antenna and patch work if it was otherwise a good landing Gear itself is protected as is the wing and most of the fuselage (not too bad). Partially deployed gear could cause gear damage running up into the wing, leading to a total loss of aircraft. Could also spin the aircraft, damaging wing and the whole fuselage.

So sorry to see this. 231 is an awfully nice plane. All our rates go up when something like this happens. Really sucks for the newly rated pilot - whether his fault or not (probably is) - and sucks for all of us.

Thanks for posting this @LANCECASPER! Absolutely love the link to Minot Aero. My Lord! Walking into an aircraft showroom like it's a car dealership. And being able to actually afford it. What joy that would be! I'd think an IA/A&P could figure out some reasonable fixes for the bigger bugs in the M22 pressurization systems (I'd like to think I could as an engineer with multiple stints through the aerospace industry). And even if you couldn't, the plane could still be a nice, BIG flyable high-altitude bird with supplemental O2. FWIW, my home shop, White Hawk Aviation @ KCJR https://www.aopa.org/destinations/business/33316 does a fine job keeping the Navion fleet flying. They tolerate my little Mooney , but are one of the biggest shops specializing in Navions. Always three or four of those in various states of repair or restoration. Might end up getting one myself.

Wow. Heard the story, but didn't connect that Suek was a member of our Mooney family. Looked him up. He was literally a walking distance neighbor. Godspeed.

I would think this type of plane would best be owned by an IA/A&P. That would make the world of ownership an affordable proposition for this rare and very cool aircraft.

Thanks @redbaron1982 and @Marc_B for your responses! Av Consumer article didn't mention Blackstone because it didn't exist in 2001 when that article was written! They do mention Howard Fenton, who sold Engine Oil Analysis (EOA) to Blackstone Labs in 2002 (https://www.avweb.com/features/howard-fenton/) Anyway.... I called Blackstone this morning and described the situation. They said they like to see a minimum of 10 hours on the oil and were comfortable when I said I'd run her up to 20 hours and then change. I figure that's a low interval for the first change, but enough to get a good baseline on the engine, which, aside from my paranoia looked good in the borescope. Thanks again. --- edit --- thanks @Pinecone for your response. I've owned the plane for over 25 years and have not done engine oil analysis. This is coming from knowing the plane didn't fly much while life intervened, and then losing my medical for nearly 3 years. Now I'm praying the cam is ok since I already rebuilt the engine once .

Didn't do an oil analysis last annual because the plane was annualled and then did not fly due to loss of medical. Now approaching 10 hours after annual and wondering if that's enough time on the engine to do an analysis and get a baseline. Running fine - keep going? or sample now? Also, any recommendations for oil analysis services? Thanks!

Need a new headset for my GF and they don't post this kind of stuff on Slickdeals.net Lightspeed Zulu3 is on sale for $799 (Offer available Nov 22 – Jan 13. This promotion offer cannot be combined with any other promotion or discount.) https://www.lightspeedaviation.com/product/zulu-3-anr-headset Bose A30 is going for $1,299 (receive a free Black SoundLink Flex Bluetooth Speaker (1st Gen), a $149 value. Purchase 2 or more and receive 10% off your second and subsequent headset. Offer ends Jan 5, 2025.) https://www.bose.com/p/headphones-aviation-headsets-1/bose-a30-aviation-headset/A30-HEADSETAVIA.html Note that I bought a Bose A30 headset for myself a few months ago (hey, it was a safety-of-flight issue!!) and found a $100-off first time buyer through the Bose VIP Perks program that might work for you https://www.bose.com/my-bose-account-perks Anybody else run across a good headset deal? Thanks!

Yep, good advice to CHECK THE POH. (Didn’t realize the F was that high!) That said, my nose wheel def shimmies when the tire pressure is low, so worth double checking that if yours is shimmying.

Recommend you check your tire pressure before doing anything else. Mine definitely shimmies worse when the tire pressure is low. Not meaning to start an argument, but typically keep my nose gear tire more like 35 psi than 30.

Nav lights are separate breakers (switches) from the beacon. At least mine are separate. You should hear the motor 'grinding' when the beacon is on independent of the bulb working, unless a new LED beacon was installed. Agree with Ron about trying some contact cleaner.

should be in the row of white rocker switches above the VOR/ILS indicators, think it's the one in the center. I just leave it on all the time so I can see if the master switch is off when I leave the airplane. Pic below if from a 1970 (not mine), but think the stock panel layout is the same in the 1969 models.

I've made this trip about 4 times. Usually 6500 out and either 5500 or 7500 back. Just rusty with a recent medical, BFR, and 10 hours dual/solo combined since returning to flight 6 weeks ago after a longish hiatus on the ground. Yeah, Thursday, Friday, and Saturday look pretty awful. Even Saturday might be doable with a southerly detour south of WV.

I would think riveting in an adapter plate for the smaller cylinder diameter of the ACS switch should be straightforward and uncomplicated. Much better than clamping to the plastic overlay. In fact, you could even machine a small washer to fit in the oversized hole (larger than the hole with a rim to center on the hole and then get a good clamp on the aluminum panel with a second flat washer. Definitely within my skill as an owner-manufactured part.

Rusty pilot here, so asking help planning a VFR flight from Culpeper VA to Xenia OH (Dayton area) tomorrow, 11/27, flying back Sunday 12/1. Why not ask for help here with more experienced/recent pilots here on the ol' Mooney list? Pretty straight shot between these two locations with no complicated airspace or navigation. I think it looks ok for tomorrow, but less confident for a return on Sunday. Planning to call FSS tomorrow morning, but I'd welcome any thoughts planning a return Sunday. Monday looks like it should be good, but Sunday is the definite preferred return flight. Thanks!!! AJ

Yeah, I totally don't understand the Rosen sun visors. Major mod? That makes no sense at all. More generally, I read that many mechanics are prophylactically filing 337s and letting the FAA decide major vs. minor mod. The article stated this was exactly the wrong way to go about it, since it encroaches on the A&P's prerogative to decide and creates unnecessary work for the FSDO, but the regulations (NOT LAWS) are so vague and the (potential) penalties so severe that some mechanics just file to cover their azzes.