1980Mooney

It is absolutely the reason. https://www.theglobeandmail.com/canada/article-737-max-report-calls-for-overhaul-of-canadas-process-for-approving/ Technically and politically it gave credibility to all the the Canadian interests that have long said Canada should be more independent and rely less on the US in general and FAA in particular. It was an easy political win for those with nationalist sentiment. Yes it probably probably increases the workload at TC (and it increases regulation, cost, manpower, needed budget and delays)

It is one thing to attract manufacturers/suppliers to a growing market. It is another to attract them to a declining/flat market. And just where is the competition? - most airports have one supplier - there is no option of pulling up to multiple pumps or having multiple trucks compete for your business. Look at the declining sales: Who wants to make an investment just to compete for declining sales? Before you think those look like big numbers, that is only about 9,000 gallons per day per state. That is about half the size of the average backyard in ground swimming pool. You can fill that with a garden hose over the course of a day. Volumes are so small that it will probably still have to be trucked around the country. A large tank truck holds 11,600 gallons - that would only be 37 truck loads per day. Automotive gasoline sales by contrast are about 900 times more than aviation gasoline sales. Said another way, in one day the amount of automotive gasoline sold is 2.5 times the amount of aviation gasoline sold in an entire year. We don't know the formulation of G100UL but the low volumes might not support more than one manufacturer in order to create some economies of scale. I think we are going to be in for sticker shock.

A few years ago an Aspen 1000 or 2000 was a natural recommendation. However a lot has changed. The Garmin offering has become broader and more capable as has Dynon Certified. Based on the majority of comments in this topic and elsewhere in MS as well as on Beechtalk and Pilots of America most seem to be recommending full Garmin (especially if a new autopilot is part of the install) and Dynon. Aspen was advanced for its time but in the ensuing 15 years has only added a faster processor and brighter screen. Here is a topic by a K owner discussing the same issue that you raise. He has Aspen and Century 41 AP. Everyone seems to be holding off on upgrading, adding a new or another Aspen - the Garmin GFC500 autopilot won't work with it. Replacement Autopilot - Modern Mooney Discussion - Mooneyspace.com - A community for Mooney aircraft owners and enthusiasts I think Garmin and Dynon will put Aspen out of business other than repair of existing units.

After cleaning the rollers you need to lubricate the bearing. I clean the roller with alcohol. I use LPS2 to lube the bearing.

He was banned several times for his political posts…the one about “Little Timmy”, etc. He changed his name several times “Mynameisnobody”, Missile=Awesome, Missileflyer”, .. He is still in Cedar Rapids, Iowa flying N989TG, a Missile conversion of a J. He may be lurking around here under another alias.

Thanks for the clarification. That certainly isn't a good endorsement of the reliability of the O2D2 pulse delivery system. It sounds like you had come to trust it also but it failed you. That could creep up as a real killer if it happened to a pilot in hard IFR in the flight levels if the pilot did not have a working oximeter. I would hope you report this equipment failure so that it can show up in the NTSB "squawk box" reports in Aviation Safety, etc. and warn other pilots that it is potentially not reliable. Your clarification that the ADS-B FIS-B was actively broadcasting the runway closure NOTAM on the GTN750 puts that question to rest.

You have it slightly wrong. The Sultan of Brunei owns Piper. Cirrus is owned by a national Chinese company (China Aviation Industry General Aircraft(CAIGA) which is a division of the state-owned Aviation Industry Corporation of China (AVIC). And let’s not forget popular Diamond Aircraft which is also owned by a Chinese company - Wenfang. Oh – and Continental aerospace technologies (formerly TCM Continental) is owned by the Chinese state (AVIC). Superior aircraft parts also Chinese owned. Thielert aviation engines was also purchased by the Chinese and has been re-branded as the continental jet-a diesel Regardless your point is valid…. Actually more valid.

When there is only one practical market solution I believe that is effectively a monopoly. When there is a monopoly then there is no incentive for anyone in the supply chain to manage costs down - not GAMI, not Swift not airports with single served FBO's. In fact there is nothing stopping GAMI and Swift from taking a bigger cut.

But the IO360A series used in J models is not approved for Swift 94UL. Nor are the Continental’s in the K, R or S. Certainly not the Acclaim. I think they believe G100UL will be widely available soon. I think GAMI and Swift already said to expect it to cost at least $1 more than 100LL. I’d wager that piston Aviation fuel will be averaging around $7 a gallon nationwide by 2023–24.

It is a right angle fitting on the Missile. The pipe is not bent. The pipe is straight coming out of the fitting. It has about a 10 degree bend about half way

While you are doing the oil change look closely at the engine mount especially near the high temperature heat shields. Look at the Adel clamp bushings for deterioration. The engine mount was custom built and powder coated by Rocket. The tubes are 3 different sizes/thicknesses and oil filled. The wall thicknesses are around 0.050 inch or less. A 10% loss of metal renders the plane non-airworthy. That is only .005 inches or less of corrosion depending on the tube. Rocket is still supporting and repairing the mounts. Mine needed 3 tubes repaired. they have to repowder coat it. Repair cost was $2,960 plus $400 shipping each way for a total of $3,760. It took Rocket 3 months including shipping. The shop cost to remove and reinstall the prop, engine and mount was much much more. I had a fight with the A&P on the hours billed. Of course they will say that they have never seen or worked on a Missile before (and yes it is totally different from an ovation which has 4 isolation mounts vs 6 for the Missile) Add in 6 new Barry mounts too. You will be looking at the annual from hell.

@Rspencer612 Yes this looks like it should work. The STC requires BJ107R. I think the difference is the longer rigid tube. I think the rigid tube gives you leverage to pop it on so you don’t have to stick your hand in there "The second improvement is the compactness of the probe. It is actually shorter than the BJ 107B making it easier to install. Valve this attaches to has 5/8-18 threads and fits the drain holes of most Teledyne Continental engines **Suitable for PA28R-201, PA28R-201T and others having close clearance issues between the AVI valve and engine mount tubes. 09M-PRB90 REPLACES FOLLOWING PNS Piper PN 481-359 Beechcraft PN 107-B Auto Valve Inc. AVI-BJ-107B

Negative. I can assure you that it has to be a right angle turn to clear the heat exchanger.

Back in April you started a Missile CG and GW topic. I posted the STC's for the Missile there. When the A&P's change my oil they don't always need my drain line adapter. They must have some universal device. Did yours get lost since the last oil change?

It is manufactured by Auto-Valve, Inc. per Rocket Engineering STC. This is not an off the shelf item. You should have the documentation for the Missile conversion from Rocket which includes at least 4 STC's - more depending if they installed JPI or standby vacuum. You should have STC SE00223SE.pdf Products - Auto-Valve, Inc. | Dayton, OH (autovalve.com)

Your plane should have come with the quick drain male adapter (90 degree with a slightly bent about 1 foot aluminum tube and about 2 ft flex poly tube) as well as a specially cut “battery board” to slide the battery box out of the tail. Rocket provided both as part of the conversion. I will look for the info on the drain. There are topics and a template on MS for the battery Board if it is missing also. I saw some topics here a couple years ago saying they bought a drain line from Rocket for slightly less than $400 including shipping.

This may help you. Service mooney.free.fr/Manuels M20J/M20J/Mooney Service Manuel M20J Vol. 1 of 2.pdf mooney.free.fr/Manuels M20J/M20J/Mooney Service Manuel M20J Vol. 2 of 2.pdf Parts mooney.free.fr/Manuels M20J/M20J/Mooney M20J Illustrated Parts Catalog.pdf POH - 2 one older that matches your plane and one newer which has some additional and better presented information. M20J-POH.pdf (nqac.com.au) M20J_3203B (e-monsite.com)

Did you see the comment above about pressing the rocker switch down while rocking it forwards or back? Pressing down energizes the trim. I looked at your panel pics on Aircraft.com. It looks like you have a yoke mounted switch like on my Century 41. Century 21 Manual https://www.centuryflight.com/images/operating-manuals/68S805.pdf Century 41 Manual https://www.centuryflight.com/images/operating-manuals/CENT41.pdf This description of the switch is from the Century 41 Manual.

Well one thing is clear - It is definitely not a "test-mule" for any GW increase development of the landing gear. I can see the usual rubber pucks in that standard nose gear.

You were right about the brace. I have posted a link to an earlier Mooneyspace topics. The link to Don Maxwell doesn’t work. It appears that all the free advice on here on the Don Maxwell website is gone (Don Maxwell Mooney was sold and has a new owner -“GMAX”)

Also where it says “see 11-10-00” for the Wing Walk shown as 2A - - That is in the Paint and Decal Section

As far as I know the only screws on the top of the wing are around the inspection plates for the fuel tanks. There is no separate wing walk plate - only non-skid paint.

The aluminum wing structure is the same however the later models came from the factory with the addition of winglet/wingtips that increase the wingspan by 1’1”. They also changed how the vortex rolls off the end of the wing. My M20 J had the squared off wingtips however during the Missile conversion winglets had to be added per STC in order to enhance performance for the added weight of the 300 hp Continental.

No one has mentioned the addition of winglets/wingtips which appeared in 1981. The 1977 model has squared off wing tips. The 1977 wingspan is 35 feet. The 1994 wingspan is 36‘1“. If you subtract the width of the fuselage from the wingspan that results in a 3.4% increase in lifting wingspan. More importantly the curved shape of the winglet modifies how the vortex rolls off the wing tip during flight.

@Wildhorsetrail You have to be careful with some of the statements above. Wingtips were added in ‘81 and one piece composite belly (“5 min exercise” comment) in ‘84. But some earlier models were subsequently modified to add these features. Last models (S/N24-3201, 3218+) came from Kerrville with 2900 lb GW, and the others -1686 thru -3200, -3202 thru -3217 can be modified per STC to get the 2900 lb. GW. Pre ‘88 are stuck at 2740 lbs. So you have to look carefully at each particular plane that is for sale. http://www.mooneyevents.com/chrono.htm 201hist.xls