MIR2018

Mine broke in exactly the same spot a week ago...

The cable for the flap lock has broken at the back of the lever, under the panel.... Mooney M20C... Anybody had this repaired before? Know what a replacement cable costs? Labor/shop time involved?

Bring $300 ...

@shadrach thanks

where's the video of him flying low 12 miles from the crash?

I posted this in a thread I started the other day... yours doesn’t look much different than mine... but I’m taking forum advice... talking to avionics shop about an engine monitor next week

WOW... interesting... I was planning on having one installed next annual...

First time flying my new to me Mooney in summer temperatures. These were my gauges at 3000’ cowl flaps closed full rich 21.5MP 2400 RPM... OAT about 85f... comments?

I just had my prop done last week (north carolina). $300...couldn't believe it. It took longer to get the spinner off and back on than the actual test... not even 10 minutes for the actual test... $300!!! Guess when you have a local monopoly SCREW AWAY! Haven't been able to locate another shop yet for next time... GEEZE!

My CHT gauge indicates 100 degrees with the engine cold. Tapping it doesn't solve the issue (in case you were thinking to try that). I'm assuming the gauge is just bad. Anyone know where I can get a replacement? And, is it easily swapped out? Also the gauge reads close to 400 most of the time in flight... I'm thinking I can assume that's really 300 ? I know its only one cylinder anywayz, but just wondering what's the consensus... Oh, and if its not an exact replacement what if anything needs to be done to make it legal? Edit: I'm not in the market for a JPI or any kind of upgrade right now...

Hmmm... Sounds reasonable to me, and seems to fit considering the red needle is the only thing I can adjust and appears to be a "bug" for something... I'll have to look into that... thanks!

Only the red needle can be moved... the white one stays Right dare... doesn't move when headings change either...

There's a wet compass mounted above the glare shield too...

This "thingamabob" is in my M20-C... what the heck is it, and how do you use it? Thanks, in advance...

I was shopping for a fuel measuring-stick for my recently acquired '65 C model but realized that there is a point where the fuel is actually much out of sight and I can see the bottom of the tank (bladders installed). IIRC my the fuel gauge read 1/4 (not positive about that). Am I missing something here? I've always flown Cessna aircraft so I've never run into this before. It left me wondering how useful a dipstick would be. Is this a low-wing thing, or a Mooney thing? Or am I nuts?

anybody have a suggestion for a shop in the Charlotte, NC area that can do the ECI? One that they have used before?

I'm not condoning, just saying that I believe the cause will be based on the pilot's physiology rather than the condition of the airplane which was (except for the diatribes about ADSB) what many responses to this thread were about.

I read somewhere that this gentleman was on dialysis. I don't think flying an airplane is a good idea because I watched my dad do some weird stuff while he was on dialysis. It is possible he had an infection or a toxin buildup that left him disoriented. It happens easily and regularly to people on dialysis. This guy was at one time a CFI (also mentioned by his daughter)So his lack of radio proficiency and airport operations seems a bit telling when considering his mental state... My bet is that this accident will be more about his physiology and mental state rather than any mechanical failure of the aircraft. It'll be about a guy who loved flying (also eluded to by his daughter: He would sometimes say he was tired of being on the ground ) and was unwilling to admit to himself that it was time to stop flying. RIP...

Before changing the plugs again, how about moving plugs to a different cylinder and see if the trouble moves to that cylinder?

IMHO... the basic format is nice... If it were me, I'd paint all the browns with black. I think that would better accent and bring out the yellow... look at the nose angled photo. The angle and light makes it sorta look black and gives you an idea of what I mean...

Thanks...this exactly answers my question...and is what I was pretty sure was the case, but I wanted to know if this was an alternative before I had an avionics master installed...

I’m sorry, it’s labeled “field switch” should all my avionics be off before this is switched on or off?

Some of you may have noticed a couple of threads I started recently in regard to my recently purchased 1965 M20-C. I thought I had asked another question about the load switch, but I can't find the thread, so I started another... Can this switch be used as an Avionics Master, or is there a possibility of putting a surge on the avionics when it is switched on? Thanks...