Fritz1

no easy way out, over the years I have developed a method where I have a Mooney guru far away do one annual and the next annual I do with a local A&P that is very familiar with my engine, either way I help as much as I can and make it clear to everybody that they will be paid that same and me staying involved does not reduce their pay, after a while they start to trust me, I do simple things and learn, sometimes I find stuff that nobody else does and things run smoothly. Like with any project there are surprises, the OP then has a chance to step in and gently guide around obstacles, find parts, have them shipped overnight so the bird gets back into the air.

Clean suspect areas real good with mineral spirits, dust with baby powder or white developer for dye penetrant system, fly for 30 min, take off cowl, look for oil traces

I have two 6 year old Concords on a battery minder in parallel, they tested 90% at last check, hope to get another 2 years out of them, think the key to long service life is not to run them down and keep on trickle charger when at home

there are pros and cons for the separators, some cause more trouble than they are worth, think the best one is the air wolf, heavy and expensive though

yes, do not fill above 6 qts, keep between 5 and 6, take separator off and see what that does

Capture the localizer outside the FAF at intercept altitude, fly towards FAF on final approach course on HDG or NAV, press APR, autopilot will track localizer inbound and intercept GS at FAF, if not something is not working, this is the procedure for an ILS, for a GPS approach there may be an additional step on the navigator to enable approach outputs

awesome, that is the spirit, safe travels!

looking for hangar at KBZN Jul. 27 - Aug 11. for Mooney Bravo

appreciate lessons learn't and understand how OP feels, was caught in a similar situation between auto shop and car insurance company last year, only goal was to come out zero zero, took me 6 months, experience gained is priceless

ah, learn't a new word today, waiver of subrogation, sounds heavy, will check my hangar lease and my insurance policy

my wife does the same thing, just remember to lock the seat for takeoff and landing

Omar, thank you for sharing this, this is really ugly, gross negligence equals intent in FL. I will be even more cautious from now on and walk the extra mile to avoid tugs with tow bars. Dumb question: If this airport has received federal funds, will this lease agreement hold up if challenged, might want to discuss with AOPA legal since this incident may just be the tip of an iceberg that is growing in size.

Landed in Willow run YIP a couple of years ago on business, small quiet airport, big runway, friendly FBO, like the history of the place

I keep fingers crossed, glad somebody is standing up to those ruffians!

IMacDan Aviation in Caldwell NJ dinged rhe nose gear truss on my G model 25 years ago, I went to see the owner and he arranged for the repair, days long gone. Whenever I park the Bravo I try to do it in a way so nobody has to move it. If moving it is unavoidable I make the mover touch the nose truss and explain that moving the bird backward with a tug is plain dangerous in a left turn. Whenever I pick up the bird I check the nose truss. When I bought the bird 6 years ago, guess what I replaced the nose truss. So I am paranoid, keep fingers crossed!

MacDan Aviation in Caldwell NJ dinged rhe nose gear truss on my G model 25 years ago, I went to see the owner and he arranged for the repair, days long gone. Whenever I park the Bravo I try to do it in a way so nobody has to move it. If moving it is unavoidable I make the mover touch the nose truss and explain that moving the bird backward with a tug is plain dangerous in a left turn. Whenever I pick up the bird I check the nose truss. When I bought the bird 6 years ago, guess what I replaced the nose truss. So I am paranoid, keep fingers crossed!

You are getting to the bottom of all this, asks your mechanic to find out if the Bravo and the TIO-540-AF1B are on the approved model list (AML) for the electroair and if not, what that really means,

All sounds good, I like nothing on the hatrack that can turn into a lethal projectile, I keep a little John range extender bottle behind the pilot seat, you always know where it is

I replaced all the light bulbs in mine, this is about as far as they are serviceable, they work as long as they work, if and when they fail the easiest way out is a small certified engine monitor like a JPI 900, kinda small, the larger ones like the 930 typically triggers an entire new panel. I have seen several Moritz equipped airplanes for sale where the asking price included an engine monitor upgrade. Bottom line the Moritz is a liability, risk is the potential downtime in case of failure.

Or weep no more in Wilmar MN, tank sealing is the one job you want to stay away from no matter how smart or experience you are

gotten away with more stuff than I want to talk about

Same guy, slightly different email, got me about 2 months ago with a set of brake cylinders, paid through paypal, declared it a business transaction and got my money back after the guy went silent, lesson learnt: have sellers send pictures that they cannot download from the internet, i.e. showing the product in a specific perspective or together with an additional specified item, could be a AA battery or anything that is not easy to photoshop into the picture with the product to be sold

Structural limit probably of the baggage compartment floor

Aeromecchanica in Gordola, Switzerland appears to do a fair amount of Mooney work

start by calling the European service centers, you find them on the Mooney website. There are 3 or 4 companies in the US that do this job well, the mayor ones are weep no more in Wilmar MN and Wet wingologist in Florida, typically 7 year warranty, for a Bravo probably $12-13k total today. Now and then a bird flies over from Europe to have the work done in the US. They use recirculation pumps for the stripper, without those it is very difficult and extremely time consuming to get the old sealant out. To my best recollection three types of sealants are applied sequentially which requires lots of experience and is very hard to do and time consuming. Bottom line to really get it done right it might be the least evil to make an appointment with weep no more or wet wingologist and fly the bird over the big water.