0TreeLemur

Either +5 extra credit for being the first on MS to show a double integral, or -5 for same. Gotta refer this one to the Dean of Mooneyspace, @carusoam.

This question not directed at the original poster because he obviously thinks it is appropriately priced. With 2300 SMOH, is this airplane appropriately priced? Yes, it's got some nice instruments in the panel, but no engine monitor, no AP, no 201 windshield. What affect does having an engine 15% past the recommended overhaul time on insurability/hull value? It seems to me that in estimating the cost of the a/c with an overtime engine, it isn't too far off to add the full cost of an overhaul to the price and that's essentially what the cost of this C is. Seems high to me. Do a couple of a G5's and a new GPS add that much resale value? I wonder when the tanks were re-sealed? No mention of bladders. If more than 7-10 years since resealing, I'd add that pro-rated expense to the "gonna have to pay it sooner rather than later" column. Except for the overtime engine, she seems like a nice bird. We own a '67C too. I'm just surprised this one is selling $52k. I hope the pre-buy goes well.

Windy.com shows model predictions of the future. It shows model outputs for the next 9 days for both ECMWF and GFS models. The ICON model output goes 5 days into the future, while the NAM goes out 3 days. That's its real utility. You can see synoptic (large scale) features out up to 9 days in advance.

I use windy.com to get a feel for the likely weather conditions for a flight. One thing to note is that windy.com allows visualization of the output of four different models: European Center for Medium Range Weather Forecasting (ECMWF), NOAA Global Forecast System (GFS), NOAA North American Forecast System (NAM), and newly the German DWD Icosahedral Nonhydrostatic (ICON) models. There are raging debates about which model is "best". I'm not going to get into that. The answer varies over time and by variable (temperature, ceiling, etc.) However, when it is your a$$ on the line and you need a good wx decision, compare the output of the different models for the flight time and see how closely they agree. Agreement between the different models provides some indication of likely weather conditions. Disagreement between the different models adds uncertainty to your decision making process. These models have different resolutions, forecast horizons, and capabilities. I don't think looking at windy.com replaces a weather briefing, because it doesn't show important things like turbulence. Rather I see it as a nice add-on to a briefing. A final note. Calling a model "accurate" is never appropriate. All models are approximations and never perfect. The ECMWF and GFS models for instance run on grid sizes 0.28 degrees (~31 km) and half degree (~30NM), respectively. ICON runs on a 13 km triangular mesh. If the model forecasts a frontal boundary location near your destination, it could easily be many grids off, which is a long distance. A meteorologist would say that the model perfectly forecast the arrival of the front within a 2-hour window, when I a pilot might arrive as the front is passing when the models said it would not. I am a modeler. I work in affiliation with NOAA, but do not represent NOAA. I'm skeptical of all models. Trust them when it is easy (high pressure dominating). Doubt them when there is reason to doubt.

Sunday, 022121, flew to Decatur, AL, to stretch lit' sis's legs. Beautiful day. Late afternoon sun provided a great photo op. Then I saw "The Shadow". Haven't quite figured out what created all those shadows beneath her.

Similar to @EricJ, I filled my first log book last year with first flight in 1981. Such a variety of a/c in my first log book. A mixture of different models of brand C, G, & P. Now it's all about M20P baby. I had several gaps while life got in the way of flying.

That's interesting. Didn't know that. Is the factory an IRAN option? The amazement continues from how much aerospace industry there is in AL.

Following this advice from @takair made a huge difference. That 400 Hz whine is gone from my intercom. I don't miss it a bit. I moved the TC100 ground point from a screw just above my knees to one over between the co-pilot's knees- on the tubular steel frame at the bottom of the panel. Noise gone.

Our C is going in for annual and I'm looking for a good shop to IRAN both mags in the S.E. I have seen a couple of shops in FL advertising in Trade-a-Plane. Prefer to not ship too far to minimize travel time and just in case of something like an ice storm. I have searched MS and I read that there are excellent shops in MT, CA and WA. Any recommendations in this corner of the country? I'm in Alabama. Thanks -Fred

How old are your engine mounts? Is your engine sagging? New mounts raised my prop/cowl clearance by 1/2" and stopped it from rubbing.

Thanks to all for sharing. I've been working from home for 11-1/2 months. Most of it alone except for two old cats. I am SO ready for this to be over. It's real and I don't want to get it. I'm "Captain Side-Effects". That's my superpower. Before I take a new drug, (rarely) I always read a drug insert because I will most likely experience one or more. Some of them horrible. If I ever get sick enough to need hospitalization, I'm pretty sure that they will give me something that will kill me. I'm on a waiting list for the vaccine. Waiting.... At least I can keep an eye on MS and see what's up in the world.

Yes, recently did that. Moving the ground can make a big difference. There is a thread discussing this topic, helpful input that I gleaned from @takair and @Baker Avionics.

Funny, my log book says my a/c was painted "Cessna White". I guess that's a recognized color? Based on a few poorly applied touch-ups, it looks like someone in the past found a rattle-can that matched it very closely.

In my experience, this isn't entirely correct. Yes, the PCU is considerably smaller so after install it does open things up more near the firewall. However, switching to a PCU governor requires changing to different interference studs, which can be an enormous PIA to replace. Opposed to the originals which are asymmetrical, the studs for the PCU have the same length of thread on both ends. Make sure you put them in correctly. A nut will only go on one of the threads.

Ordered Sky-Tec master solenoid. A certified airplane part for less than 0.1 AMU is a treasure, especially one as essential as this one.

Hi Matt, I'm having the same problem. Master relay solenoid is sticky. If I tap on it with a rubber mallet it activates. How did your lube & clean work out? Still working? If so, what did you use to lubricate it? Thanks, Fred

One positive that comes from living in a colder climate: lower risk of engine corrosion. Reduced oil mobility at cold temperatures means parts retain their film coatings longer. Cold temperatures also greatly reduce water vapor transport from oil to air inside the engine. They also greatly reduce ambient water vapor ingest due to diurnal temperature and air pressure changes. Combined, these factors all greatly reduce the risk of non-running engine corrosion during cold weather.

How then do you work with your hands if they are busy supporting yourself off the razor blades? Can't install nut plates with one hand, can you? Just curious. I'm never going to get in there. My metal knee doesn't let me go into tight places without running the risk of getting stuck or having some kind of horrendous leg cramp.

Damn that's clean. Looks like the front end of big aluminum. I guess I'd give up my steam gauges for that layout. Which autopilot is that? -Fred

That little box in the tail above and near the starboard static port. In pondering the eventual addition of Brittain altitude hold capability to our C, I can't envision how that work could occur back there without involving said Keebler elves! I suppose someone had to physically enter that space. There's no place to sit/lie though.

How in the world did a human install this? Tiny human? Long, thin human?

The Hartzell top-prop has no rpm restrictions on the C, and only at higher MPs on the E&F.

That's what I'm thinking- I'd drive for a day (up to 1000 miles) to pick up an engine and keep it out of the hands of the shipping randomizers/crunchers.

Perhaps differences in the stress distribution in the main spar, especially the occasional hard landing? With the Mooney landing gear directly connected to the wing plus the use of rubber pucks for shocks, there is probably more abrupt deflection that might cause sealant to locally debond from the aluminum. Plus, in the case of the C wing landings stresses are reduced by the landing gear "springiness". This almost certainly means that M wings experience a lot more shock loading than C wings. Just a WAG, not an aeronautical/structural engineer.

Thanks- I looked at the link. Which one? My inner CB would like to keep it under 0.1 AMU so I can spend more on airplane repairs.