Dream to fly

Thanks, for the replies. I will call Monday. I totally forgot about LASAR.

Does anyone know where to get new bushings for the main landing gear retract links. They are 3/8in ID x 1/2in OD. I can buy a new link but doesn't come with the bushings.

Try DivCo based in Oklahoma. They rebuild cases. DIVCOINC.COM Sent from my E6910 using Tapatalk

It appears that the files are in the Coca Cola safe. That said I am probably going to reverse engineer them. I am still doing research as to the best material to make them out of being 2024 is what I believe to be original then there is SS with a small weight penalty and then 6061 which is easy to form with hand tools. If I end up doing this by hand no promises but if I get cad files, spitting out a spare set I will let you know.

I am looking for baffle measurements for a 67-68 M20F of DXF or DWG files to run thru a water jet. I have the equipment just not the measurements without reverse copying my decrepit baffles I own right now.

There are a few commercial truck engine companies that actually state that prefilling any liquid filter prior to installation is not a good idea. That said when dealing with small volume filters of less than a quart it really is a mute point on an engine that ran just before the service because the previous oil in the crankcase had some adhesion to the metal and on start up the oil pump can produce way more volume to overcome the short air pocket. That said on larger filter systems with big cans or multiple cans manufactures still caution against prefilling but personally I struggle with it. Brand new engines under warranty I don't prefill, after warranty I do but only on the oil lubrication side. I NEVER prefill on a fuel side. The contamination on a fuel side is way more critical and causes massive engine issues. Most fuel system filters installed today are positioned in a way or built so prefilling is almost impossible. This is all for normal running engines but in the case of an engine that has been sitting for years I do prefill and prime the oil system and on the fuel side I have made a 10 micron fill system that can pre charge the fuel system with clean filtered fuel to lesson the crank time. Just my half cent passing time waiting for parts.

I did my own install. The biggest problem is getting all the wire, nuts, bolts, pulleys, and hardware that is not included in the Garmin package. Aircraft Spruce is a good source but expensive when you have to keep ordering because you overlooked or forgot something. Shipping costs get stupid. All in I was close to $16K done with no yaw damper. Time wise it is probably a 40-60hr job if you have done a few installs. It took me probably closer to 85-90hrs. I did also prep the plane for a windshield mod as I went but that just made wiring the head unit easy with no shield in place. I also made friends with a repair center that oversaw my work and traded needed parts that I couldn't source reasonably priced for work I do and that helped. An example is the recoil cord from the yoke switches to the panel. If I remember correctly that is a $200 wire that Garmin specs out. I found that exact wire in a decommissioned plane and was able to get it for $45 but traded it for a service job on one of their shop vehicles.

If this is what you are looking for its yours just pay shipping and handling. It came out of my 67F and has been sitting in my shop.

To be clear it's not when I fly, because I fly several planes. It is just like I am going to do something bad to the plane that is going to cost or damage the plane. I guess I'll keep flying and bettering my skills. I have alot to learn and I hope to continue flying for several more years. The plane is mechanically sound as all testing and inspections have proven. I know that sudden damage can occur and I am fine with that. Riding my motorcycle is a dangerous thing to do too and that has a higher failure rate. It's not if it will crash or I will die but what will break next and cause another headache for repair. That is the feeling I get starting the dam thing. If I want to fly and go fast or get parts or travel I use it otherwise I'm skipping it for the Cessna cause I don't want the headache. I think that is the best way to explain it. Sent from my E6910 using Tapatalk

I never saw that post!!! That is VERY close to how I am beginning to see it. Sent from my E6910 using Tapatalk

The irony is that if you sold it for another plane that is supposedly all sorted out, that even if it had issues you weren't aware of you might feel more comfortable in it "not knowing what you don't know." My wife has basically said the same that I wouldn't be happy buying another used plane cause I haven't worked on it and proved it right. I know that she is right. Especially seeing what is on the market. Sent from my E6910 using Tapatalk

I appreciate the candid aspect of the response. I am pretty sure any pilot that actually flies is nuts he or she is leaving the ground. [emoji1787]. It's just a Mooney thing for me I think. I have talked to several owner pilots and one had a very similar experience with a brand new Cirrus. He said it was so bad he'd get an upset stomach that would cut trips short because it was always something. I was just wondering if pilots that haven't spent 3/4 to 1 million plus get that feeling. It was more of a curiosity. I think the more I fly it the less it will be an issue but getting there is still a feeling. I do know this, I still would pick a Mooney over any other but I would shop for one differently then I did this one. Joe Sent from my E6910 using Tapatalk

I have had a wild ride repairing and getting my plane into an airworthy condition. I have flown it now close to 50 plus hours and have been loving the auto pilot and the smoothness of controlled flight. Flying a Mooney is an awesome experience, but I get this severe guilt or anxiety starting it. I can jump into the 150 or the 172 and crank them up and fly just fine. I get into the Mooney, and I get a feeling of what is going to happen next. I fly it with a pit in my stomach and a constant dread and I am not worried of failures in the air. The plane flies well and no matter where I go people always comment how they wish they had a Mooney and love the plane. I usually give a smile and nod and think to myself if you only knew what an albatross this plane was. I wonder do other owners have that feeling with their planes not just Mooney.

Thanks for the numbers. I didn't find it in the POH but after spending some time drinking with the cable and the switch I have gotten it to settle in at 14 in. I think a new cable will be needed to get it to stay because where the set screws rest is completely messed up. The last owner was just a hack. But I did accomplish getting my overhead lights to illuminate the instrument panel Sent from my E6910 using Tapatalk

I don't know the science behind it but I have been doing this along with a few other people in the community hanger and non of us have had our waxes, chemicals, paint and even a bottle of water freeze. The hanger has seen zero degree temps and it is not heated. Maybe we are just lucky. Sent from my E6910 using Tapatalk

@carusoam, Thanks! My weapon of choice would be to burn this one and get a jet but I am invested so I like tinkering and I can't leave it alone. I might just build me an IO-390. It could be fun. The oil leak I have appears to be coming from the back accessory case. I didn't add dye yet, but I did hit it with UV light and it seems to be streaming from the corners. The other leak looks like where the Prop governor mates too the case. I have to decide how much I want to deal with this engine. It runs good and the numbers are fair on compression, however it has two mismatched cylinders and I didn't do the work so I am constantly thinking about it.

My throttle cable is coming loose and is causing the gear warning to come on at 20inhg. Is there a factory setting parameter? The set screw has been tightened all over the place and I am tempted to replace the whole dam thing but I'd like to have a set point that is correct and not guessing like it appears has been done in the past.

A simple fix I use in ND is an old Coleman cooler. Keeps everything upright and safe from freezing temps. I had hanger temps last year at 01F a couple of times. Sent from my E6910 using Tapatalk

My fear is It is covering my exhaust shield. The exhaust system is 25hrs old and was installed brand new. The shield is covered in oil drippings and it looks like it went thru the war. I am sure if it keeps collecting and I don't scrub the burnt oil off, it will at some point catch fire. I don't mind the little drips here and there but this after a two hour flight will leave a beer can size puddle after sitting 36-48hrs under the back side of the front tire. Ultimately the new pucks I put in are probably going to need replacement from being oil soaked so I think it needs to be addressed sooner than later. The good news is this plane is applying a really good corrosion protection and my front landing gear will probably never need grease:)

My thinking was if I had to fix the gasket between the accessory case I rather just have an engine to drop in. This engine is mid time and it runs great consumption is probably a qt plus every 8 hrs. But I think I am losing more than I am burning its coating the belly pretty good. Selling this to offset a rebuilt would be an option and less down time. Dollars wise its a reach but this whole project has been crazy so I might as well go all in. I am going to run it for 10 more hours and then steam clean it and run it on dye and see what is leaking. My goal is to use this engine for another year or two and then swap it out if I can get the oil leak under control. The mirror trick has been little help so I am having Snap-On drop off a borescope with a wide angle lens and I'll see if that helps.

I use the dye in diesels all the time and a dark shop is amazing at what you see. Sometimes it is scary! My gut keeps thinking the mags or the fuel pump are leaking but as @PilotCoyote said the tach drive could leak. As stupid as this sounds it could be that easy because it is open to the air. I have no tach cable and there is no cap on it I am almost positive of that. I honestly have been looking from the sides and up.

Ok during the last annual the engine was retimed. I honestly can't see the stain where the oil is coming from. If the logbooks are correct the oil pump was replaced prior to my purchase as was the gears and the prop governor. I replaced both mags 200 hrs ago and the leak was there before I did that. it hasn't changed in volume, but it is very noticeable, and it is making a mess. Is it allowed to put and engine oil dye in the oil to see if ultraviolet light can pinpoint it?

I am looking for some advice as to what to do in regards to an oil leak that has been since day one of my ownership of this plane. As I have posted about all the horrors of this plane I have finally been able to fly it and after all the work it flies pretty well. I am actually impressed how well and graceful it flies. However I have had oil leaks that are really making a mess. It all seams to be coming from the back of the engine. I just can't see from what. I already resealed the magnetos and the prop governor was overhauled when I bought the plane. I think it could be the accessory drive case or the fuel pump but I am throwing a dart on that. So I was thinking about buying another engine and building it. Then swapping it in. I also at that point was thinking what would it take to finally convert this thing into a J model since I think all the speed mods are done but the cowl. Just weighing options since this has become the money pit and I'll own it till I stop flying. My thinking was to peak it out on performance and speed.

Evening, It actually went really well. I ended up not getting the guy from Wisconsin but two AP/IAs local from Bismarck who had previous knowledge as to what happened from the beginning. My thinking was I really didn't feel like re-explaining and justifying my every move. At the end of September I had a few weekends and nights available and between me and a few APs at the field we finished the windshield install and got it done. The paint is a shade or two off but hopefully Vanco Aviation will be painting the plane next fall so as of right now its a non issue for me. The last week of October I had the IA come up and we spent two days going over books and pages of every item in the logs and then spent hours combing thru the airplane. Barring a few discrepancies with regard to how I do it vs how they do it vs what is acceptable, it went off with out blood shed. Nothing failed and nothing was hidden or overlooked. If anyone of the three people involved didn't like something for how it looked, was routed, or installed it was fixed. On Nov 1 the plane was officially signed off and as soon as I get the cowl back from the painter for a touchup the plane will be in the sky hopefully burning tons of gas. It has already made several high speed taxi runs and did multiple run-ups. All with easier than ever before starting, idling and no oil leaking. It is amazing when work is completed correctly. I think I have removed all the previous sins and unless there is parts failure the plane should easily make the next annual with no major headaches. At least I am praying for that. I'll post pictures as soon as I get a chance to take some.

Thank you! I have the 82 spec but what I have is smaller and I can't find what I have on the plane for the past 25+ years. My guess is the panel was replaced and the holes drilled are smaller so moving forward after a day of frustration is drilling the holes to fit 82 series legal? I would think that a panel that fits securely and meets all retention details would be acceptable to most.