David Lloyd

I chased an oil leak for quite a while before discovering it was a torn mag gasket. Turns out they tear easily when changing mag timing. Aircraft Spruce has both the plain round gaskets and the gaskets with bolt holes. I've used both with equal results.

Airtex leather.

Airtex, see some of my previous posts. Yes the carpet is not the best you could buy. My carpet is now a year and a half old, it has a couple grease spots on it. Some of it from me using a little too much grease on the articulating seat screw, other from either a mechanic or radio shop. Light tan shows that stuff. Most of it cleaned up with some spray carpet cleaner. Wear is fine, Airtex puts the scuff pads in the correct position. I view carpets being almost like tires. Use 'em, wear 'em, replace 'em every few years.

Just read on another forum of a Garmin software release scheduled end of May for the 275, version 2.30. It will move the GPSS button to the top of the menu tree plus enabling a switch to change to GPSS. All I have read on the 275, there seem to be only two gripes: too small screen (primarily from non-owners) and the GPSS button taking 5 or is it 6 pushes to get to.

Should there be a spacer/washer between the engine and shock mount?

The original W&B on my airplane at the factory, it was weighed with full fuel and they deducted the weight. There was a line on the form for fuel temperature that was filled in as 80 degrees. The weight of 52 gallons of fuel deducted was only 298 pounds due to the temperature. Somewhere I have seen a chart that showed the weight of avgas per gallon at various temperatures. So, it can be done. 20-1165 W & B Data .pdf

The 375 will not do the anonymous mode as it has an integrated 1090 transponder. The PG is referring to the 175 and/or 355 which do not have a built-in ADSB transceiver. Those units can display weather and traffic when connected to an appropriate Garmin receiver, I think the GDL82 transceiver can be used in the anonymous mode.

The bundle saves $5-800 from regular pricing. The SVT adder is normally an additional $1000 but not doing that. Just enough saving to convince me to change my mind about dual G5s and go with the dual 275 bundle. Batteries for both and the temp probe. Replacing a vacuum driven AI, a King KCS55 system and deleting the vacuum pump. According to the radio shop, the 275s will play well with my Stec 60-2, GTX375 and KX165. The 275 will source nav info from both the 375 and 165. I will be able to remove the KI204 indicator now driven by the 165. Base price of the units is on the Garmin website.

Kevin Kammers at Mooney sent me the original W&B for my airplane. in May 1975 they were weighing them with fuel and deducting the weight of the fuel, unlike what it says to do in the manual. Attached file, couldn't figure out how to attach only the first two pages. Look at the first two pages closely and you see the temperature is noted and the fuel weight is calculated based on that temperature. 52 Gallons at that temperature does not weigh 312 pounds. Also note the nose gear is at -1.0. 20-1165 W & B Data .pdf

I made a post a couple months back about getting some info from Kevin Kammers, Director of Customer Service at Mooney. The search button is your friend. I am pretty sure Kevin could help you with the Operators Manual. Anthony posted two pictures, the blue cover POH and open to the first page it says Operator Manual. That is exactly what I have. 1977 might be the last OM update for the older Mooneys. I think in 1977 Mooney changed to the POH format. Beautiful airplane. Saw it advertised. Post a picture of your custom yokes, never seen anything like them before.

20 Years? 20 Minutes? Somewhere between. Clean cuts each end, not dents or gouges. Four cylinders off for rework 400 hours ago, mags off about the same time. Prop and gov about 900 hours ago. When it happened is a mystery. Last years annual, mechanic was asked, he looked me in they eye and said yes, screen was clean. He is unlikely to get my money in the future. Oil change in October, that was written in the logbook. I'm gonna get my spare keys from that guy. If he asks why, he will find out.

Lynn Mace was doing my annual a couple weeks ago and sent me a picture of a piece of safety wire, paired, twisted about 5/8" long from the screen. Wasn't broken, it was cut with dykes each end. He also said the screen had not been removed in years, despite the recent entry in my engine logbook from the previous oil change. My airplane has the oil cooler relocated to the footwell/firewall, it must be moved to reach one 201 style cowl flap bracket which in turn must be removed to get at the throttle cable bracket that is in the way. I can understand the not doing this at every oil change, but to say you did, in writing and not do it is inexcusable.

You better duct tape that bottle to your hand.

Dollar-wise, you are unlikely to recoup more than half the money spent on a new panel when you go to sell. But, the value of enjoying the new panel will be real to you. And the longer you enjoy it, the greater the value. If it's what you want, do it.

I had a Bonanza painted with some color on the wing so ice could easily be seen at night. Of course, that was back when I was younger and....uh, uh, nevermind.

I've had two C's, ridden in two E's, three F's. All had pitot heat. One of the E's even had a heated stall warning switch.

Didn't they discover this on Apollo 13. Took a team of engineers. Did they use duct tape?

If that is indeed a picture of the wing of that particular airplane, it would explain much. No laminar flow there!. Almost anything much more than a trace of ice showing on a Mooney wing will also cover the air filter on the early models requiring use of carb heat or alternate air. Unlike carb ice, carb heat will not make ice over the filter go away. Any flight into clouds, expect carb ice in a C, D or G model. Then you can smile when it doesn't happen. And you E and F guys, don't use ram air when ice is possible. Air flow pickups in the fuel injector will get some ice build up and the engine will not run properly.

Not far away, KVUJ, Stanly County.

If you learned to use a KNS80, you can learn the simple procedures for any modern GPS. Really, the only choices for new radios today are the Garmin 650/750, Garmin 175/355/375 and the Avidyne 440/540. All will allow you to push the direct button select a destination fly directly there. All will also allow you to enter a complete multi-point flight plan including instrument approaches and give you information not even dreamed about 30 years ago. My limited experience with the Garmin 750 and 375, at first I was a little overwhelmed but in a short while found the buttonology to make sense. I am certain the Avidynes are just as easy to learn. The big numbered Garmins and Avidynes will also do VOR/ILS and COM radios. The other Garmins are GPS only, GPS/COM, and GPS/TXP. All have touchscreens. You can't use the Garmins without touching the screen. I don't think the Stratus will display traffic on the Garmins, don't know about the Avidyne. Plan on upgrading your audio panel also. PS Engineering is the best available. My experience with the Garmin 750 was a friend's airplane. He never used the flight plan function, always used the direct button. Although the big screen is nice, the smaller screens and an iPad will get you there. For IFR, any of the GPS's will require a subscription for the nav data. Last year I had a Garmin GNX375 (GPS, Transponder, ADSB in/out), PS Engineering PMA 200B audio panel/com radio/intercom installed. Kept my old KX165 nav/com, KCS55 HSI, and Stec 60-2 autopilot. I was a concerned about Garmin and the touchscreen but that is behind me now. This year a couple of Garmin 275's are going to replace the attitude indicator and KCS55 HSI. Wish all that had been done at the same time.

Oddly enough, someone just posted video about this in the last week: SB M20-289A aileron center link clearance before and after videos - Vintage Mooneys (pre-J models) - Mooneyspace.com - A community for Mooney aircraft owners and enthusiasts At least I think this is what you're describing.

Had a missed called at CLT early one morning in LIFR conditions due to a car on the runway. I was less than 500' above ground. Another early morning approach, inbound from the Happy Hill NDB to W98 (now FCI) and Richmond approach asked, "You do know the runway is closed, don't you? Uh, no. " It was notamed, they are using the taxiway." That was way before the do it yourself briefings. Flight service told me about the 200' towers 5 miles from the airport but not a word about a closed runway.

Primary vacuum actually drives the remote gyro, sequenced vacuum is divided proportionally according to what the remote gyro sees. There is a lever at the base of the remote gyro unit for more adjustment than the knob on the yoke can give. Split boot, split line are the best bets after 56 years.

Shop told me it was not needed if you have another GPS source (your 650Xi).

Yes, bolt heads up and forward are the preferred aviation standard. However, it is permissible to be reverse for clearance from other parts, necessary for assembly, etc. Always check the book for proper assembly.