A64Pilot

Skytec was who we went with at Thrush as they are a very good relay, hermetically sealed etc. I think they are a PMA part, so if they have a cross match, they would in my opinion be a better part than the original. Actually it may have been hytec, I sent a message to the electrician to ask

I believe the original part was a White/ Rogers and is no longer manufactured. Avoiding Chinese parts is unfortunately just not possible, forever I only bought Timken bearings as I thought them the best, but Timken is I think Chinese sourced parts now. ‘But that’s not all bad actually, Chinese manufacturing can turn out excellent parts, When we bought the Thrush plant twenty or so years ago there were probably ar least 5 ship sets of Chinese manufacturers flight controls, Ayers corp ad them manufactured and had to ship raw materials even rivets to them for traceability, anyway the quality of workmanship was exceptional. actually much better then we made at the plant, all the rivets were driven perfectly and even the balance was dead on.

I don’t think they can do that, but I’m not sure, to do so in effect is Certifying someone else’s parts, and I don’t think a PMA manufacturer can, they can make others parts, theirs which of course is what’s usual, but it may not be worth it financially to Mooney to source a supply and stock it, not if the sales volume isn’t there. No longer supporting the older fleet is called “Orphaning” and while of course they can do that, the FAA frowns on it, they don’t require you to support the old fleet, but they are pleased when you do, and “playing ball” with the FAA is often smart for a manufacturer. The FAA, in this case the MIDO and ACO can be extremely helpful, or they can be just the opposite.

The problem is there is not a correct answer that I can determine. 1. Best solution is buy the part from the airframe manufacturer. All airframe manufacturers buy COTS parts, COTS parts means Commercial Off The Shelf. What makes it a legal aircraft part is not testing or anything else, it’s being inducted into the airframe manufacturers quality control system, many want to think that what separates an aircraft part from other off the shelf parts is special testing, or being manufactured to closer tolerances etc., and that may happen on rare occasion, but not usually. We bought parts direct from NAPA, and had the local glass shop cut our windshields from laminated glass. But the parts are not available. 2. Another option an one that was suggested to me by an MSC is to buy the parts from a junkyard, he even was nice enough to google the part number and suggest who had them and I didn’t ask. ‘But how do you test and certify a part from a junk airplane as airworthy? Personally for electrical parts that you cannot determine the condition or wear on the part, I’d just as soon not go the junkyard route, if possible to avoid it. 3. Crossmatch the part number and determine if there is an identical part available under a different part number. Often this isn’t possible as airframe manufacturers often assign their own part number to a COTS part to prevent this form occurring, but fortunately Mooney chose not to on this part and the Mooney part is the original manufacturers part. 4. Junk the airplane, part it out, or seek a one time STC for a replacement part, Likely the FAA will push you towards a one time STC as opposed to a field approval as that reduces the liability on the inspectors part, although I question if there is any actual personal liability myself. One time STC is neither fast or cheap and will most certainly involve an electrical DER. ‘I’ve not looked up the AC’s referenced, but two thoughts, first an AC,is ADVISORY it’s not a REGULATION, yes I have seen over and over the FAA treat an AC as if it were an FAR, but I’ve also seen the reverse, they shoud make them FAR’s but won’t because if they do so, then they accept responsibility and they avoid that whenever possible. ‘I know of the existence of AC’s for antique aircraft, for instance the “proper” battery for my C-140 hasn’t been manufactured for decades and the fuses for the electronics, also have been out of manufacturer for ever, even the steel for some older airframes doesn’t exist anymore, was replaced by the better 4130 long ago, and for those antique airframes, your best answer is the AC. ‘But, is an 81 J model an antique yet? I don’t know what the definition of antique is, perhaps it’s the age that no longer requires those big ugly N numbers?

I know your talking about modifying the engine to accept separate magnetos. However, why do that? I believe the only failure that could take out the dual mag that didn't take out independent ones is the failure of the driveshaft, and I have never heard of that occurring. I don’t believe there is a failure mode of the accy gearbox that doesn’t take the whole thing down. ‘I believe there may be an electronic alternative for the dual mag, I don’t know anything about it, but I had rather have dual electronic ignitions in one box than dual independent magnetos myself, mostly to get away from the 500 hour maintenance requirement, and if done correctly a much hotter spark, although a higher amp ignition does increase wear on the spark plugs, it out to enable smoother LOP. Maybe one day we will have dual electronic ignitions triggered off of a crankshaft sensor? Shouldn’t be hard to do, but can you make money with it?

A steel rolled pin in shear if the parts are close tolerance is actually very strong, the airplane is held together by aluminum pins in shear and steel is a lot stronger.

This is a K&N filter, and the other picture is what K&N filter oil looks like bleeding from a filter

Wasn’t properly torqued

Every thing runs in cycles, and I believe this cycle will be more severe than most. ‘I’ve honestly called every cycle since at least the .com one, my problem is timing, my timing is off, I always expect the bust well before it happens. ‘I don’t play the market. too much like gambling to me. and I’d obsess over it too, so I don’t. ‘But when the price of things just don’t make sense, and the average buyer thinks that that doesn’t matter, you will sell it for more, and or they become convinced that there is a limited supply so the price can’t drop, that’s when I think things will go bust, but they don’t, it takes longer than I expect for it to happen. ‘But if you look at what houses are selling for and the price of lumber etc. it’s way beyond logical, People buying and building houses now are going to lose a lot of money in them I think. But also what plays into it is for example I figure I have ten years of flying left in me, maybe more, but maybe not, I don’t want to lose a large portion of the time I have left waiting until I can get a deal. But if your at an age where you can wait, I think the smart move is to wait, but how long is what I mess up at, it may be a couple of years?

You may find that .020 safety wire will hold the vinyl plastic line on the bleeder valve better than a hose clamp. ‘I prefer the pressurized bottle as you can open the bleeder valve slightly and have a steady slow flow thorough the system, it makes it easier for a one man operation.

You may be right, I was flying a few years ago around Americus Ga, KACJ, and heard the radio call for a flight of two Global Express, so I had to go see what was going on, they took up the whole ramp and wouldn’t let anyone near them, so transient aircraft had to park wherever they could and walk to the FBO without getting near Bill’s airplanes. Plus you couldn’t get fuel as they were blocking fuel ‘The reason for the trip was to deliver Jimmy Carter a birthday card. It’s my understanding that they exceed the runway weight bearing limit and tear up the runway and taxiway, parking apron etc. at Americus ‘But i really don’t know about runway weight bearing limit, it’s never been an issue for me.

Be very careful with buying a Bo, become as smart on them as you can, they are very easy to sink a whole lot of money into, look hard for corrosion, the magnesium flight control surfaces aren’t available anymore. ‘Plus I wouldn’t soon, I’d sit on the money and wait for the bust, when it happens usually the first things to sell off are the luxury items, the Yacht, Beach house, Airplane etc. and without trying to sound predatory if your sitting there with money in hand and someone has to have cash quick to save the house you can get a heck of a deal. There are a great many Bo’s. especially the newer V’35’s that are trophy airplanes, they are maintained to the T, airconditioned, have the latest avionics etc.,and that’s the airplane you want, but they are rarely sold except in hard times, even when people age out, they often just sit in the hanger unflown, there is one in my neighborhood that hasn’t flown for 10 years, that one you don’t want of course, but Bo’s are often bought as status airplanes. ‘People have their preferences of course and a lot has been written about how they are the best flying airplane there is, but I can’t stand that tail wagging in turbulence, I know it would make my Wife sick.

Not a Mooney, but my Maule had absolutely horrible seats, no thought or very little for comfort, just flat bench seats. Oregon Aero cushions are expensive, but they absolutely transformed the seats, factory seats had my legs going to sleep and my back hurting i’m 30 minutes, Oregon Aero cushions and I could and did sit for 5 hours at a time. Maule seats were horrible, if they can fix them, they can fix anything. But don’t go with off the shelf cushions, call them and tell them your issues and they will custom build something for you.

Way over my head as to why would both ground and power be switched on opposite relays, unless I’m mistaken and going only by the number of terminals, these relays are actually two pole as in they switch two circuits each. So it could switch both power and ground for one circuit, up for instance , or I guess could switch power and ground for opposite circuits, but in that case it would take both relays to operate correctly for either circuit to function, and I’m at a loss as to why that would be done, but I’m no real electrician, I sort of became that way because if your not, then you really can’t maintain more complex aircraft. But I have pretty much decided to “shotgun” this and replace both relays anyway, original thought was why not replace a 41 year old relay, and or one quit, how far behind can the other be, but if your right, then I could be pulling my hair out if I don’t. Odds are I woud have replaced the down, still had the problem, jumped onto trying to procure a switch, changing that and still have the problem, just be poorer and confused.

I think the argument is own a fraction of an airplane, and that keeps costs down. I’ve never done it, seems too much like sharing a Wife to me, but many do and have good luck with it, they can fly something occasionally for less than ownership, same or similar to renting I guess. ‘Then other things may skew costs, I own my hanger, and it’s big enough for a Malibu and a Mooney, although if I had a Malibu a Mooney wouldn’t be my second airplane. ‘In a similar fashion, but skewed more for a poor man, I own two airplanes, a C-140 and a Mooney. The Mooney covers the long distance traveling for us, tittle Cessna cost nearly nothing to maintain and fly and it covers the fly around the area just before sunset with the window open kind of flying. Substitute a Kit Fox of Hatz or Pitts etc for the Cessna, depends on what kind of screwing off flying you enjoy. So two airplanes can work, and even make sense, it all depends on how much money you have. Bill Gates apparently flies around wherever he goes with a pair of Global Express, I guess the second is a back up?

Ref want does it cost to own / fly a twin, Google is your friend Google cost of ownership of a B-55, C-310 or Twin Comanche, whatever aircraft your considering, odds are you’ll get links to type clubs who own those aircraft, just like if you Google about a Mooney, odds are good that it will take you here. ‘Same for how safe are light twins, Google something like “Is a twin safer than a single” odds are you will get hits from articles from AOPA and AVweb and similar. ‘Now you can choose to believe those people in the type clubs are idiots or not, and the AOPA and AVweb people don’t know anything either, your choice.

A friend used to do air shows in a Pitts, he shipped a pretty big suitcase to the Motel, and then again when he left from the Motel, he said it wasn’t that expensive and having luggage waiting for you at the Hotel rather than dragging it along was worth it, so don’t ship tp FBO, ship to destination and save the hassle of dragging it along. Flew with want we used to call a RON bag, (remain overnight) Change or underwear, toiletries, socks etc. should fit in a small bag that’s easily carried, just in case you have to stop due to Wx or maintenance etc. Plus almost any town has a Walmart and Uber.

Wood airplanes are a lot like wooden boats, best left to those with a love for wood and knowledge about it. You need to find a wood expert, there are a few

From looking at the pic, my guess is you have an oil leak somewhere and it’s showing up there, it’s not coming from inside of the engine. And that is some very clean oil

This is a decent article for those interested, from I assume a reputable source https://www.avweb.com/ownership/do-you-really-want-a-twin/

It really isn’t much of an issue in a 337, it’s centerline thrust so it’s just a loss of some power, that is it’s one advantage Twins have been sold forever based on their safety in the loss of one, but the stats just don’t say that, first your twice as likely to lose one in a twin, and every year more are killed in an engine failure in a twin than a single,the reason is most of the time people walk away from an engine failure in a single, but if there is a loss of control in a twin, it’s unusual to walk away from that.

It’s the fittings that are useful, and the 56506 will eat up the rubber in a regular insect sprayer, so buy another $6 one for when the first one won’t pump up or hold air anymore.

210 is a better airplane than a push me, pull you. If it will fit in a 210, it will carry it. four adults, two kids and baggage

You should be able to get from Mooney the production test flight report. ‘It’s the checklist that every production aircraft must pass before the aircraft can be certified. Often it’s two separate reports, the ground checks and flight checks are often separate. But it will walk you through every check that’s done to a new production aircraft. There is usually a separate one for each model of aircraft and Mooney most likely has the ones for aircraft no longer in production in their historical files, calling and asking for the person in charge of their quality control dept should get you the forms.

Charter, I’d bet if you did a calculation of how often the bigger airplane would be needed vs actual costs of owing a part of a second, the charter comes out cheaper. ‘Currency is one thing, competency is another, don’t take the family in anything that you wouldn’t be comfortable in Inadvertent hard IFR, depends on the individual But I’d expect that to take for me two actual trips a month flying IFR