GeeBee

Okay. You asked for a picture, here it is!

Use the "Flitz Ball" with Flitz polish. https://www.amazon.com/Flitz-PB101-50-Original-Büff-Ball-5/dp/B000H6O3TG/ref=sr_1_3?dchild=1&keywords=flitz+ball&qid=1590585064&sr=8-3

My guess is it was used to tighten a B nut on something that had a rod or wire coming through it. The dogs either fit in indentations on the nut face or engage the nut sides and the U clears the item coming through. The oddly shaped handle is because clearance was close and this allowed manipulate of the wrench clear of the panel.

There is no replacement for displacement! That 720 is smooth!

Oh yes. Same design and structure. https://www.piperflyer.org/maintenance-technical/item/1161-pa-28-pa-32-wing-spar-cracks-what-you-should-know.html

The one problem with all the airplanes mentioned is some expensive wing work. The Bonanza Pre-91 has center section issues which requires expensive inspection and if there is a crack, get real expensive to put the kit in and even then it does not relieve you of an inspection every 500 hours. Then there are the wing bolts if it is. a bathtub. fitting wing. Wing bolts SB is often ignored but if the wing bolts have corrosion which you cannot tell without pulling them, which IMHO. is a high risk maintenance procedure that demands the best of the best in shop skill. Last time I priced wing bolts for a King Air, 45K.The PA32 has the sword of Damocles hanging over its proposed wing spar AD. At the very minimum, it needs inspection plates, at the maximum new wing fittings. Ditto C-210. AD 2020-3-16. Eddy current inspection of the center section carry through and spar. If you are set on a course of wanting big doors and recip engine, make sure to get a 91 or new (check the S/N's) A-36 to say out. of the center section troubles. If you go PA-32, research carefully the S/N that will be affected by the upcoming AD and I would be very suspect of any affected C-210 that did not have the eddy current performed. Better to go with the N. or R models. All this points to why I bought my M20R. Rock solid structure and construction. The Pipers and the Cessna's were not meant to last this long and the earlier Bonanzas were a product of the "go-go years" of GA where development costs were minimized by using old. design construction with a new coat of paint. There is a reason why all the BE-18 fly around with straps under their wings and that same design was prevalent in all Beech products for a long time. Don't get me wrong, I love Beech products, especially the A-36, love the PA32 and the C-210. Flew them all, have lots of great hours. I think Beech builds about the finest airplane around, but it is pricey to maintain, and unless you get a later model you are on the bubble structure wise.

When mine failed we found the field terminal bad. Replaced that and things work great. Take off the connector and check out the terminal, I think they go bad early and often as they sell the replacement. connector with wire on the B&C website. In my case the IA simply replaced the spade terminal within the connector. There is also a trouble shooting routine on the B&C website. You could use the one from the Mooney manual, but it is simply a cut and paste of the B&C procedure.

Just got it back. I will post pictures next week. One thing that is a little downer is you cannot get rid of the airspeed indicator or the altimeter even though the unit is an "all in one". It is because of the STC I am told, although I need to study that further.

Lots of good advice here, allow me to summarize. The pumps are not self priming, The windshield pumps are self priming and you should operate them to get your main pumps primed. The windshield pump switch should be depressed no more than 5 second intervals. They build pressure then a solenoid releases that pressure. After 5 seconds, give it 5 then depress again. Operate your system every 30 days. A good rule of thumb is if you have some data based avionics, run it when you change data bases. Operate all pumps including both windshield and main pumps Keep your system filled. It keeps the seals in your tank and around the system supple and gives better head pressure to the pumps. In warm weather it is not unusual to have continuous low pressure because of low fluid viscosity. As long as your panels weep good, you're good. Change your filter at least every 24 months. It sounds weird but TKS fluid is like jet fuel in that it gets some sort of dusting that clog the filter. Whatever it is, the filter bowl often looks like the filter bowl on a turbine when you pull it out. Maybe microbes? I don't know. If you don't exercise your system regularly you will have to purge it, to get it back on line unless you want to spend lots of time and money sending dozens of gallons of fluid through the main pumps because once the panels loose their retained fluid, it is tough to get things going again. (ask me how I know)

My brother was head of strategic planning for a large office furniture manufacturer who among other things was the worlds largest and best maker of "telepresence suites". You know, the kind on which you see POTUS talk to the space aliens . Their firm analysis is while telepresence has a place, there will always be need for travel and personal meetings.Feelings of trust and other social interactions are difficult to derive in telepresence. For this reason, they kept and expanded their conference furniture business. Interestingly the most critical personal meetings are the first after a "cold call" or "inquiring customer".

Personally, I think you are more likely to see an electric fan "jet" before you see this come to fruition.

The problem with wet data for an airplane like a Mooney is there is no systems such as anti-skid to apply a consistent and predictable pressure, or modulation of pressure. So any data would be so technique bound as to be largely useless.

When it comes to overhaul time, I don't want someone else pinching pennies on my behalf. I'll decide how to spend the budget and on what factors. To give you example, on my last overhaul on an O-320, I decided to go factory new cam and lifters even though I could have reground the cam and refinished the lifters. I did so because Lycomings are notoriously weak in that area, and a new part vs reground part has a better history to go with it when I sold, and for my peace of mind when I flew it.

I understand. It took me 5 seconds to jump on the deal.

One time good deal just for me!

I started my G1000 M20R for a 300 mile trip this morning when I found my standby attitude indicator inop. Flag in view. Reset breaker, no help. Got behind, pulled the cannon plug, reset. No help. Took it over to my favorite avionics shop. They checked the power to the plug as good. So need a new standby indicator. A call to Mid-Continent, the manufacturer, 2,700 OH/EX. I asked what a GI-275 would run installed. 3600. So I am going with the GI-275.

The had a "Sperry Engine Analyzer" at the FE station which basically was an oscilloscope on the ignition system, both the high tension and low tension sides. I can remember in my college days having to take a test on it and analyze what was going on based upon traces of the scope. They also had "BMEP" gauges and had to take a test on how those work. 48 years ago! I still have my book somewhere, but you can buy one on. Ebay https://www.ebay.com/itm/Sperry-Gyroscope-Co-Engine-Analyzer-Operators-Handbook-for-18-28-cylinders-/382477940805

An age when actors and athletes were great Americans. My late wife's father was in the same bombardment group in the 8th Air Force as Captain Clark Gable. They tried to keep him on the sidelines 'for show and morale" but he insisted on flying real missions over real targets. Eddie Albert (Oliver on Green Acres) was another great American. Bronze Star with Combat "V" when he piloted a landing craft on Tarawa. Rescued 47, directed the rescue of 30 more under heavy machine gun fire. Other than Pat Tillman, I can't think of any modern day examples. They don't make them like they used to!

Ah c'mon man! That was Jimmy Stewart! American icon. He could sling a fast ball equal to his age right to his last day. However let me tell you. General Stewart (then Col. Stewart) did all his own flying for Strategic Air Command in both the B-36 and the B-47! By the way, anybody know without looking it up another movie that starred Jimmy Stewart and June Allyson as a married couple?

That old movie, "Strategic Air Command" I have on DVD. I love that take off scene because after going through a before take off checklist the length of War and Peace and the checklist is called "complete" then they call to start "jets, 1, 2, 3 and 4" Old airplanes what a pieces of work. Note also the low pressure hydraulics and how long it takes to get the gear up. Someone asked if there are any around. There is one at Wright Patterson with a wing off. There is one at Offut AFB in Omaha, also Pima Air Museum and. Castle AFB. There was one at Lockheed in Forth Worth some retired General Dynamics/Convair folks were trying to get flying but became a bust. Too much work and too much corrosion. Most the skin was magnesium which did not make for long airframe life. So it was trucked off to Pima. Anybody remember where the B-36 was built?

Just an inquiry, not knowledgable. Powder coating requires baking at 400. degrees. Are you not worried about annealing the metal?

One of the reasons I elected to purchase a Mooney over others was the way it was constructed. I had considered a PA32R or a BE-36. I decided on the Mooney for both performance and structural reasons. The Cherokee wing attach method is not a "50 year" method. It is sad, because the old high wing Pipers had a simple, effective and durable system. I also shy away from Beechcrafts with "bathtub" spar attachments. Believe me, the Beechcraft "bathtub" fitting is no fun.. I had a King Air which was one of the first to get the production installed Monel bolts inspected at the 5 year mark. Deciding I did not want to be on the "bleeding edge" I elected to replace the bolts rather than NDT the factory installed units. When we went to pull the old bolts out found the factory had installed the chamfer washer backwards and gouged the bathtub fitting beyond repair. Ended up hanging a new wing on the airplane. A lot of Beechcrafts out there with mis-torqued and mis-installed wing attach bolts. The methodology required to properly attach the wing is too error prone.

Only have experience with the Lycoming and big bore Continentals. Lycoming is easy, use a rubber stopper with the feed tube through it and stick it into the dipstick tube. Continental, I put a funnel into the dipstick tube to bypass the breather outlet then stick the rubber stopper with supply tube through it into the funnel. Breather tube feeding would be nice were it not for the ice. hole. While you could masking tape the hole shut, it would be a "MUST DO" preflight item that is not easily discoverable if you fail to perform. Worse it would have dire consequences if it was needed. I've thought about one of those "expanding tube ends" where the tube end expands upon pressure, so you could push the tube up past the ice hole, then turn on the pump and it would seal in the tube, have not actively pursued it.

Do you think this Piper Arrow needs a rework?

Thank you for the compliment but it sounds like you are doing great work! Heck, I didn't do that fancy sensors stuff!