0TreeLemur

I really have enjoyed watching your work on this. Thanks a bunch for sharing. I'm gonna do that in a year or two, right be fore we get 'er painted.

I like to use these to lay tools on wings. If you put them latex side down, they don't slide off the wings.

^^^^^^^^^ This Pre-buy cannot detect when the seal on the tanks is gonna go. We got unlucky and were standing up when that music stopped playing. Leaking right main increased suddenly from a thimble full overnight to a half gallon overnight. A full strip -n- reseal is at least $7500. Just one example. I could go into more but I don't want to relive it.

Can't see it- does it by chance have Brittain altitude hold?

Thanks for your reply.

Do the rear seat belts have shoulder harnesses too? If so, I'd be interested in buying all the rear seat belts.

Paul's list is an all-inclusive excellent set that will be almost impossible to find all together. I kind of like @McMooney 's priorities. The time since major overhaul is a price deduct if high, so I wouldn't necessarily rule out something with 1300-1400 SMOH. Most 2-blade props have the 100 h eddy-current inspection requirement, so that should be a lower priority. It adds $2 to $3 per hour to the cost of flying if you have to do it. Maybe you buy a plane with slightly leaky tanks- another deduction from the purchase price. Autopilot is optional if you like to fly by hand. A working PC system will follow a magenta line quite nicely when equipped with an Accutrak or some such doohicky. If you have GPS you don't need DME. GPS is DME. Plus, the old DME's of yore are power hungry and heavy. Skip that from your list. Have it inspected for corrosion by someone who knows what they are doing. That is the biggest show stopper. The rest is just money.

A good LED landing light that has gratings over some of the LEDs and that casts some light to the sides like a taxi light makes taxiing a lot safer.

Our '67C only had two wires (+/-) for the original Grimes Type E position lights. So we had to run two more wires, one for strobe power (+14V) and the other sync line, which just connects the two 650's. If your aircraft already has strobe power going out there, you might only need to run the sync wire.

Yes, Whelen 650's - look great after we did this install. The extra two wires needed by the 650's to power the strobes and sync are a PITA to run out the wing. The issue it that there is no direct access to the bay directly forward of the fuel tanks, at least in my a/c. I've got special tools that we custom configured to route those wires, which required some clever contortion and overall smart thinking. I take issue with @Raptor05121's claim that they are "super easy to wire". Once the two additional wires are run, they were easy. Running those wires was absolutely not easy. It took two hours of grunting, bending, scraping, sweating and swearing to do the first wing. 1-1/2 hours to do the second. but I loved every minute of it.

Seems infinitely sensible, given that parts availability for our our "legacy" aircraft is becoming limited by dwindling demand... Keeping a relic "certified" in the same category as a new aircraft seems unlikely. I might hope they pull it off. At least until I understand what the reaction of the insurance industry might be to such a change... If it goes the wrong way, it might mean that "certified" parts become unavailable such aircraft in this new category.

If your a/c has scat hoses, they might be shot. My bird had mud dobber nests in there that were blocking most of the airflow. No kidding.

I like stopping. Visiting a new-to-me aerodrome reminds me of why air travel is so cool. Stretch the legs, talk with strangers, get a short feel for a new place. In a way it kind of reminds me when I was working on my PPL way back when I was 16, visiting far-off distant places that I'd only heard of. Like @Hank I start to get crampy after about 3 to 4 hours of sitting still.

Honestly, I've never seen, noticed, been told about, or knowingly encountered any red lines. So this thread has increased my awareness. I'd bet they are a bear to see at night, especially in a 1960's C with a single landing light pointing up at 3 degrees and no taxi light.

Thanks Bob. Sounds like an annoyance more than anything. Glad it ended well. I'll bet you could get @M016576 to delete^h^h^h^h^h^h edit this thread... It would be like the points on Who's Line is it Anyway, or after the "flashy thing" is used on Men in Black. It would just disappear. FWIW I still think you have the fastest looking Mooney in the universe.

Sorry, but I've got to ask for a narrative to go with the pics... If you don't mind, I'm curious what happened and what we can learn from this.

Someone wise once said: "Friends don't let friends put curtains in their Mooney's"... Wait a second- that a/c is no longer yours??!?

Lil' Sister, because my co-pilot and I are the youngest kids in our families, and this wonderful aircraft is a "she", and she's a bit younger than us.

You should write a book. That sounds like the first line of a good one.

Hi Don. Not my original idea, I read it somewhere but I don't recall where. I'll see if I can find it. Could have been on the pages of this forum. I see 'A M' on this older logo too. --Fred

I have the same setup and was experiencing intermittent amber GPS light flashing on the Stratus. It turns out that in my aircraft at least- the connection between the the ESG and the tray is quite sensitive to placement. When installed too far back or not-far-enough back, connections are intermittent. It has to be just right. Any luck? PP ramblings only, not an avionics expert.

Looked at their stuff. Preference is, I dunno- the bird shape in the latest Mooney logo looks like a fat bat to me. Not a fan. I guess my favorite logo of the three is the angular one with the prominent "A M":

Given that a Mooney is a category A aircraft with a nominal approach speed of 90 kt, in an older M20C with top of white arc at 87 kt, we can't put any flaps in until flying with runway in sight. Solves the transition problem with flaps when going around. Just need to get those Johnson Armstrong actuated gear up- which don't like to come up at >90 kt.

Do you have to move the brake fluid reservoir?

There is an EAA spreadsheet that allows you to do this using only three legs. The fourth is redundant. Search the internet with "true airspeed spreadsheet three legs" turned up this https://www.eaa62.org/technotes/speed.htm