shawnd

Based on the flying mag article, I do not believe TSIO360-MB/SBs in the 252s are affected either. The IPC doesn't help much as it just says oil filter assembly. If someone knows, would appreciate any tips.

I will be going through mine soon-ish. Dreading it if the estimates will be ~80 hours. But it will be done right and can't beat the peace of mind knowing proper procedures were followed.

+1 to @PT20J statement. Just replace them. McFarlane is now a PMA provider for these parts: https://www.mcfarlaneaviation.com/articles/new-mcfarlane-controls-mooney/

Yeah Adel clamps are a good idea. There's some stock wires like the battery cable to the alternator that are held on by adel clamps against the firewall. Everything else is zip tied on to those few anchoring cables that came from the factory, more or less, piled on as the years have gone by. Some also zip tied to the engine mount frame on the pilot side. Thanks - will have to see what's possible on mine.

Since we are on this topic, what are some ways folks organize the cables that are hanging on the firewall? Are zip ties the only option?

Proud to see my plane up there (black baffle seal with orange tubing) [emoji3] ^^^^ well unless @GEE-BEE AEROPRODUCTS was referring to that as a hack job….

For all the folks with their engines out and planes sitting at the same spot for maybe 3-4 months - do you replace your tires when things are ready to fly again due to a flat spot on the tires?

I think you are on the right track of starting with the basics. The general advice on this forum, and a good one, has always been to fly the plane for a year or two and determine what you really need vs going on a shopping spree after buying a plane :-) I am not sure if you are already instrument rated or not. If not, your desires may change after the training. And don't assume a full glass cockpit is the natural choice. Plenty of pilots here prefer the six pack with AI & HSI replaced with non-vacuum counterparts. The six pack instruments can still give you more information at a glance than when you have the read the digits and interpret them to get the same information. You will find what you like, but it takes time, especially if this is your first plane. Remember - there are plenty of other important things to save up for than flashy instrument panels. For brands, almost all manufacturers had issues with them in flight so I can't say there's a spotless example that could be recommended. Some could say Garmin for the integrated cockpit that you can have with AP, NAV, PFD/MFD, XPDR, etc. But there's Dynon as well. Garmin does have a touch screen counterpart, the G3X touch. It's user interface is similar to but different from the G1000. I would say offer someone a $10 burger for a $100 flight and play around with their instruments and see what you like.

@Irmin thank you for saving a Mooney! Plane looks great and so does the shiny rebuilt/new(?) engine! You should plenty of fun with this one. Any ideas on what you are going to be doing for avionics?

Irmin's panel pic above - fixed up

@N201MKTurbo I didn’t realize you were an A&P! @Sense being remote it might be easier to have a shop take care of it. I had my annual and post purchase work done at Chandler Aviation for that same reason. But if you can find the time and the current owner is flexible for the pre-purchase, it’s educational and a ton of fun to do it together with a qualified A&P.

There is a very good MSC on the field! Call Frank at Chandler Aviation. https://chandleraviation.com/

Devil's advocate - assuming you are talking about using this airplane for instruction, perhaps find an instructor that is comfortable teaching / flying without brakes on the right hand side? That is an awful lot of work to make one instructor happy.

This is great! I would have thought they would list the CBs along with the switch in the IPC, at least as a reference. Wondering where the CBs go in the M20U. Looking for a pattern or design to mimic for my plane in the future.

What’s this HEAT you speak of in the fuel tanks?

Looks nice! Man, someday I will get that "new" feeling

Globe Motor is now owned by Allied Motion, give their Alabama office a call (works better than email for first contact). The Alabama one is the FAA repair station: Allied Motion 3887 Napier Field Road Dothan, Alabama 36303-9607 USA Tel: 1 (334) 983-3542 Fax: 1 (334) 983-7284 E-mail: inquiry@alliedmotion.com https://www.alliedmotion.com/locations/ I had my cowl flap motor, also originally produced by Globe Motors, repaired by them.

Here's what it was... the SS piano wire went through but along with it went a safety wire which was wrapped back around and then wrapped around the piano wire.

Thank you @N201MKTurbo and @Aerodon Is this the factory way or an approved FAR Part 43 style application? Curious what the factory did - and its a bummer they do not have this documented properly in the IPC. There's no way it just sits in the clevis pin as shown in the diagram. But the clamping bolt style approach sounds like the right one.

Yep, for example: AA3215CC is the counter clockwise version, AA3216CW is the clockwise version (these are Tempest pumps). Airborne Research pumps have a similar scheme. SIGMA-TEK ones don't easily tell the story. You can always call up Lasar and get help once you know the model you have installed.

It's best to see what you actually have and what is working on the airplane and get that specific type: clockwise or counter-clockwise. The IPC may be a bit confusing in this particular topic. Tempest in my case suggested counter-clockwise. IPC has Airborne clockwise but the one installed in my aircraft was Airborne CC. My $0.02, not an A&P but suggesting logic here :-) Good luck!

Be careful to install the right type of pump. The pump can rotate counter clockwise or clockwise.

Mine go underneath in the well below the continental cylinders. On cyl #2 its a gasket probe at the well combined with the stock CHT probe (it used to be at the spark plug but Greg at Advanced Aircraft switched to the well and kept the stock one).

I have the "higher" priced ones (stock JPI installation kit), not sure if they are any better but they have lasted longer than 7 years in my plane so far.

That's a darn good question. I ran through this same decision matrix last year. At the end of the day, familiarity with the brand, its reputation for support and product quality from previous experiences got me to go with Tempest. I also use their finewire spark plugs and oil filters. Aircraft Spruce carries these as well: https://www.aircraftspruce.com/categories/avionics_instruments/av/menus/in/vacuum_ztempest.html I wouldn't buy an overhauled one unless it really is your spare and you will be swapping it out once your main unit is replaced. For application guide, see https://tempestplus.com/product/dry-air-pumps/ Good luck!