Prior owner

Hmmm... the sealant should be applied to the interior of the tank only, correct? Never seen an attempt the seal the leak from the outside... the rubber fuel line connector on mine was hard as a rock. Per LASAR, Mooney specifies Mil H6000 rubber line as a replacement...which I think is below the standard of what is available today.

Yeah, what they said... I have witnessed magnetic particle inspections performed on crankshafts that passed a prior dye test. It was horrifying to see the radial cracks beneath the surface of a prop flange on an otherwise excellent looking crank... Lycoming requires magnetic particle Insp for a reason...because other methods won’t reveal the hidden damage. More than a few builders will take a chance, and only put a dial indicator on the flange. That’s nothing short of insane. A friend lost his prop in flight with 4 on board. The result of an unreported prop strike on a salvage engine that his employer purchased (with logbook) for the plane that he was flying. They were all very lucky to survive the event. That really got my attention. If the engine or parts will be sold with a money back guarantee that the parts will pass inspection, then the engine or parts will have considerable value.

I’ll get a pic the next time I’m at the hangar.

FWIW, while inspecting my metal fuel lines, I discovered that the right tank line was pinched in two places- one right after it passes in front of the Johnson bar.. It is going to be replaced, and appears to have been damaged during installation at the factory...it is the original, very aged line, and was kinked right where it should have been smoothly bent at a corner. Might be worth checking the next time you have the panel off. It is very difficult to see the line behind the linkages . I think the lines were formed by hand during installation, based upon my observations- they are a very tight fit in there.

Yeah, except that mice LOVE hangars!

The ceis website says that the sending units can be also used with the stock gauges using their resistive output... has anyone done this? I’m ready to replace my senders, but will not be replacing the cluster gauge right away.

I agree that it is always best to simply pull the side panels and have a look- here’s a leaking sending unit.

Thank you for the pic. I guess the later style gear required that particular collar design... probably unnecessary on my gear? We’ll take some pics during the retrofit.

The service manual says to replace the collar and bolt at each annual insp.... But I am replacing them for piece of mind- new bolts and collars with the new style shock links. I just put a call into LASAR.. I’ll share the results here. Oddly, I could not find a pic of this collar installed on internet. No other Mooneys at my field.

Hi guys, I’ve been searching through threads but cannot find an answer to my question, so hoping you can help: The main gear on my M20D/C has never been through the Lord disc retrofit, so we are gathering up everything to get it done during the annual. After a thorough review of the M20D service manual, the Mooney SB on retrofitting, and every other SB or SI regarding the gear, I cannot find find any reference or image that depicts the correct orientation of the later model shock link collar, part # 510049-000. My old collar is a simple cylinder and looks like it can be installed in any orientation, but the new collar from Mooney has a cut-out on one side.... which way does the cut-out face, and where would I find this information published? Thanks for any replies, Dave

Hi guys, I’m new here- I just bought a project 1964 M20D with retract conversion, so I’m lurking through all the threads... Prior to buying this plane, I was researching another M20E N number and found something quite interesting in the NTSB database that I think all Mooney owners & mechanics should read: Johnson bar boot- don’t fly without it!