Boilermonkey

This happened to me after a engine and prop overhaul and install at Wilmar. The "donut" that stabilizes the spinner on the nub of the prop hadn't been installed. After 12 hours it fractured the bulkhead due to shaking and imbalance. They came out and fixed it. Replaced a few screws that were damaged in the process as well, one had to be drilled out. Once you find the part, you'll need the local A&P to pull the prop off, install, and rehang the prop. Takes 2-3 hours.

There have been many threads about LEDs, owner maintenance, etc. My take away was....go ahead. We have replaced most lights with LED, however, not all LEDs are built the same way. For instance many can interfere with your radios. Those purchased from avionics companies or distributors are usually ok, even if they are not PMA/TSO. Buying on Amazon is a bit of trial and error. For example I tried to replace our position lights on the trailing edge of our wing tip on the M20M with an LED recommended on MooneySpace from Amazon. It created static on the radios at various frequencies and others were fine. I replaced with Halogens and the static went away. For 20W each, replacement every 5-10 years, and easy access to change, it wasn't worth it. For $15 and 10 minutes of time it was worth a shot.

The Alpha ones don't list M20M as an option. Unless someone has other info.

Thanks, I replaced the LED that were recommended on MS, but gave me static on the radios. Went back to the halogens and everything went back to normal.

Does anyone make a conversion to inertial reel seatbelts for the M20M? The old style shoulder belt is hard for my kids, parents, or Angel Flight passengers to adjust. It would be easier with inertial reel (like I had in my M20C).

Often the blend door seals degrade and need to be replaced. It's never perfect, but the air should be cool when the heater valve is closed. I sometimes have the opposite problem of too much cold air blending when the heater is open and vent closed. Messing with the seal helps.

Does anyone know the original halogen bulb wattage or part number? I replaced with the LEDs that someone suggested, but now get static on the radios.

Yeah, I would fly that, but only one of my friends flys a Mooney, the rest have settled for inferior aircraft.

I gaggle into OSH each year with a group of friends. With over 10 aircraft and everything from a Piper Archer to my M20M Bravo it requires everyone to be on their game. The final turn onto R27 is the most challenging. The controllers clear the flight to land and don't always call base, so you have to judge the turn based on the speed and spacing of the aircraft in front of you. It's certainly slower than I normally fly base/final, but still within 10kts of stall. I fly gear down and 1st notch flaps from Ripon and then add final flaps at the gravel pit. I practice slow flight a lot leading up to OSH each year. Enjoy the video.

With respect to the EAA liability, FAA review of the precautions in place prior to the accident, etc. The NOTAM on page 21 details the procedures. It clearly states "Do not overfly aircraft parking areas or Runways 18/36 L/R. It also states do not overfly people, houses, livestock, parked aircraft, etc. lower than 300' AGL. I would interpret that as a NEVER overfly the parking areas AND don't fly elsewhere over things below 300' AGL. Having watched the video below, that's possible, but it puts you directly over the road to the South 40. With any wind it would be easy for things to fall on the camping area. Moreover, I'm not sure you want things falling on the road where trams and busses operate either. They also required anyone operating in the pattern to attend daily briefings. A video of the pattern is found here: https://www.eaa.org/airventure/eaa-fly-in-flying-to-oshkosh/ultralight-arrivals From a safety perspective it seems like it is as good as it can get and would likely ensure safe operation if an engine quit. A mid-air or stall spin event in the pattern is still too close to spectators, camping, etc. I'm not sure what can be done about that, perhaps they would need to eliminate camping in some of those areas? Make it transient parking and continue to move people to the S40?

If you need one printed in a different material just let me know, I'm always printing stuff.

Been there with our M20M when we bought it. We knew it was going to need work. When the work wasn't done right the first time is when I lost heart (also engine out landing). A year later and she is running well.

About 950 useful load. We have TKS and still have the vacuum system and instruments.

Firewall forward OH was all in $100k. Annuals $4k plus whatever they find. 16-18 gph. Plus TKS and O2 as it is used. About .25 gal of TKS per month to maintain the system.

This is what was on our C without the molex. https://www.aircraftspruce.com/catalog/elpages/whelen11-03213.php?clickkey=22408

While we are on the topic: Under what conditions do you run the TKS in advance of encountering ice versus waiting for some signs?

Every month or two run the system on the ground. Check for good flow on all surfaces. At the beginning of the ice season I do one in-flight to make sure that it flows well against the airstream. I haven't cleaned after use, but not a bad idea if anyone has ideas. The challenge is that TKS by itself is not corrosive, however, it bonds with water, which is. So, rinsing it off might now be a good idea? I don't know. Carrying around a gallon or two is fine. I don't let it go empty as I don't want the seals to become dry. Make sure your A&P checks all the fittings every annual. If they are loosened or disconnected they must be replaced. They can be tightened, but if taken apart must be replaced. This year we had a leak in the tank, which CAV says happens every once and awhile. In order to repair they had to remove the tank which involved drilling out the rivets in the rear seat pan, remove, fix, and then re-rivet. I guess that's my only design complaint with Mooneys in many years of ownership.

Where are you based? I might pay shipping just to have something to show students :-)

And OSH isn't too far away!

Many mechanics aren't pilots and vice versa. Even though I am learning more and more about my machine, I'm not a mechanic. I agree that making the rules for 10+ year old aircraft and experimentals the same makes sense. Even if that is done, we still need quality A&Ps who can do the work correctly the first time. If the cowl is off and I can spot a problem, then we have a real problem in GA maintenance. ...and we do...because I've found plenty of problems. I don't want to become a mechanic, but do I need to in order to be safe? It's crazy.

Post more as you make progress. We enjoy taking pleasure in the pain (or success) of others ;-)

About 40% when I got my IR. I was more motivated by being able to fly more due to IFR conditions and increased safety.

Don't use glue. It only cause you or the next owner to curse! A little bit of velcro is fine, I'll also like the idea of using a few sheet metal screws...just be conscious of what's underneath.

Happy to give you a ride next time I'm in town. I sometime cross over Nashville on flights from my home base at KBAK. It's also a common destination for Angel Flights. Unfortunately we'll be in annual until June....PM me around then if you are still looking.

Ran to 2350. Was still ok, but it was getting tired. Starting was difficult, hot starts we crazy tough. Even with gaped and cleaned spark pugs, cleaned fuel system, and retimed mags...she was getting tired. Ordered a reman from the factory and the new engine is so very nice :-)