Marc_B

I might have missed it but what changed to have some year models have the service bulletin and others not? What did Mooney changed in ~1990 that changed this behavior?? Was it just incorporation of a stepped stop nut around 1990? Any pictures of original vs stepped?

@kortopates Do you have any sense of the predictive value of the FEVA reports with this? Has Savvy followed up and matched borescope pics with recent FEVA reports? It seems that from time to time I get yellow FEVA reports and this it goes back to green one or two reports later. I also think that anytime I fly formation that the power changes and corresponding changes in EGTs is often picked up by he FEVA reports as a failing valve. Also curious the distribution of failing exhaust valve due to rotocoil vs due to engine management... It would be interesting to see the set of failing exhaust valve identified by Savvy and then retrospectively go though those engines/cylinders prior data to see what was shown and any nuances of note... anything to learn in terms of management trends, hours on the cylinders, indicators with engine data?

From Reiff/Hartzell (for Continental TSIO-360): The following parts are what we would recommend for that: Cabletie: 12 $14.40 CH38-16L: 3 $375.00 CH38-16R: 3 $375.00 CH6: 1 $34.00 HSH: 1 $10.00 CH6 is the wire harness, HSH is the hotstrip harness, the prices above are for the total number of the item needed. So $808 to upgrade. New system is $1005.

Always have been curious if there is an inexpensive way to add cylinder bands to an existing oil sump heater outside of a complete kit purchase?

Agree that you need to pick and choose based on where you're tying down. I've not found a "universal" solution. i.e. at KSTJ St Joseph, their tiedowns locations are for larger aircraft and my cut lines from the Claw weren't long enough. At Chicago Midway, their tie downs are LOOONGG ratchet straps with tiedowns located far enough away for a jet...it looks hilarious to have your Mooney tied down with straps that go out 20+ feet! I have a Claw for Osh, and I previously would just take the cut lines with me to use as tiedowns (came with 25 ft 3/8" dia. solid braid polyester rope)...3 x 8'4" pieces. I now take nylon dock lines 3/8" x 15' for travel or anticipated windy/wx conditions. https://www.amazon.com/dp/B08CDWG6Y8?th=1 I wouldn't use something that has limited stretch like dyneema. This comes with three lines with eye-splice on one end...perfect for tiedowns and 5800# breaking strength. If I'm familiar with the area and don't anticipate any harsh weather I use a set of Sporty's rachet straps. https://www.sportys.com/flight-gear-all-weather-tie-down.html These are light weight and stay in my small tub with 2 qts oil, multi-screwdriver, multitool, tire pressure gauge, and cleaning stuff. If buying these, be aware that the personalization is only embroidered onto the carry bag and NOT the straps. For the areas that have braided wire running the width of the tie down area, Something like the ratchet straps with a metal to metal interface would be preferable than tying a rope around the metal wire. ALSO...ALWAYS USE CHOCKS IN ADDITION TO TIEDOWNS. Of course if I expect bad weather, hail, high winds...I just pony up for the hangar overnight or figure out what Plan B is...

https://inspire.eaa.org/2025/11/20/1925-national-air-reliability-tour-100th-anniversary-commemorative-mooney-edition/ I wrote up our recreation of the 1925 Air Reliability Tour for EAA. Fun trip and great to see so many new places! We had great weather, no mechanicals, caught a Cubs game ("In Chicago what do you say? Cubs are going to win today!"). We started and finished at KMKC Charles Wheeler Downtown in Kansas City...this is an all time favorite airport of mine. Love to come in landing south, come in from the west and ATC directs you right over the top of KMCI at 4000', then turns you south for an extended final for Rwy 19 with great views of the city the entire way! Free parking at City Park tie downs, and usually decently priced self fuel. What's not to like?!? The Mooney has had a BUSY last couple of months!! Already time for another oil change! As a side note, KBKL Burke Lakefront in Cleveland, OH right off of Lake Eerie is a new favorite! Unfortunately there are pressures trying to close the airport. Reminds me of what Mayor Daley did in Chicago with Meigs Field in 2003. https://www.aopa.org/news-and-media/all-news/2025/november/20/aopa-joins-ohio-coalition-supporting-burke-lakefront-airport

Personally I don’t like keeping tow bar attached when not in use. I understand why some do it, and tow bar used as a chock seems okay. But my habit is when the tow bar is on it’s in my hand and when not in my hand it’s off will save a LOT of damage. It’s happened to a local pilot. I also have the habit of putting my tow bar, cowl plugs and pitot cover in the back where the pilot can see them. I’ve looked over my shoulder to verify them more than once. Reassuring to see them before the key goes in the ignition. ** the above are my habits and not trying to convince anyone else what they should or shouldn’t be doing.

I had my transponder antenna go out and both Garmin and my shop thought it's "usually not the antenna" but it was. Fortunately I had an orphaned antenna beside it on the belly maybe from DME previously? Switched it and moved on. But the Garmin antenna shows an "optional antenna kit" which looks like just a grounding plane and mounting hardware. FWIW, my antenna did have a ground plane but didn't have any sealant/RTV.

For me this is a very unclear poll question. If I'm departing VFR, I'm doing so expecting to maintain VFR. If I have a ceiling that I need to punch through then I depart on an instrument flight plan. BUT, I've departed VFR with an IFR flight plan filed in case I needed it in the air depending on my destination. But in that case I'm expecting VFR and will continue to fly VFR with flight following unless I need instrument flight plan. I've also picked up pop up IFR in those cases as well when the weather unexpectedly changed requiring IFR plan but still safe to complete. Departing VFR only to scud run while trying to pick up an IFR plan seems like a rather horrible idea...if you're instrument rated, why would you think that's a good idea? If you're not instrument rated, the stats speak for themselves...VFR flight into IMC is one of the leading aviation killers.

Another shop that does solid work is Aircraft Magneto Services in Montana. https://www.aircraftmagnetoservice.net/ Easy to print out a prepaid mailer from their website, fill out a service order, and ship in. They typically have their turn around times listed on the website. They also have an AOG service for a quicker turn that adds a couple hundred but takes you to the front of the line.

Just to add one more data point...I have verizon for phone service, and when I turn off wifi (use cellular) I get "Safari can't open the page because the server can't be found." But when I'm using home wifi, then Mooneyspace works properly.

@Jamildmc Did you check BAS/Beegles in Greeley, CO? (not sure what engine you have and if this is the right part??? https://baspartsales.com/492110-2-alt-649012-garrett-intercooler-assembly/) Check out the Continental Illustrated Parts Catalog for your engine, determine the part number...you can also start calling distributors...i.e. AirPower.

Chasing storms yesterday from Austin to Florida. Wound up stopping in New Orleans and Tallahassee cause the Mooney was moving faster than the front! Alaska and a couple other commercial aircraft were landing at TLH to go to Million Air as they were having a sale on fuel…plus wx to Tampa and Orlando was blocked. Florida Flow Control I’ll bet was lit yesterday. ”If you have time to spare go by air” indeed. 10a arrival turned to a 7p arrival, but my ride was smooth and the Mooney stayed dry. Modern weather tools are really pretty incredible. PS. KNEW is a fav…first rate FBO (Flightline First), good fuel prices and fun airport to fly into right on Lake Pontchartrain. Put it on your list if you’re in the area and give yourself an excuse to check out NOLA

I put these squarely in a volume available vs customer demand category. Same as V-band clamps. Prices rose cause they could. But as fewer and fewer resources are put towards GA, the number of these items and prices will continue to rise.

Engine: TCM/Lycoming Prop: Hartzell/McCauley/MT Lights: Whelen Avionics: Garmin/King/Avidyne/etc. Big ticket items are taken already. If not building complete aircraft, then it's probably mostly corrosion related issues, replacement skins, cowls, hangar rash, belly ups. That and taking all the aftermarket parts from other vendors used on our aircraft and "certifying them Mooney." Between McFarland, Univair, and Spruce many common parts don't come from Mooney. Lots of parts are purchased salvage from companies like BAS/Beegles. Even within Mooney owners, the parts aren't purchased with much/enough volume from Mooney itself. I think it's problematic to expect the Mooney fleet left to support a company all by themself...Mooney, LASAR, or otherwise...just on parts alone. The more prices become over inflated, the more inventive the owners will be to avoid purchasing those parts. LASAR established themselves with upgrade kits and direct to consumer sales in addition to a Mooney maintenance facility. By being able to use the Mooney name to act as the middle man for all the outside manufacturers that don't sell direct to consumer they can help themselves as well as all of us. But it's a delicate balance of pricing so that parts actually get sold with enough volume to make it worth while...at a certain price this becomes a one off vs volumes that support profit from volume rather than solely on individual items. i.e. how many people would buy a no back spring at $2500-3000 unless absolutely unavoidable...vs how many would they sell if they sold them for $300 and lots would buy them to have one just in case??? Mooney has production capacity for an older way of manufacturing parts, for aircraft that are no longer being made. But it's a lot of overhead to run the shop even bare bones. At some point the old Mooney has to be retired to give birth to the new Mooney of the future. For those saying if everyone just gave "X" amount...what are you wanting that to "build"?? It's unlikely to bring back manufacturing of Mooney Aircraft as they were. There's too much overhead to support Mooney as they have existed lately... My suggestion to LASAR is to bolster upgrade kit availability, bolster common wear items on our Mooneys, develop cooperative ways for fellow MSC's to coordinate orders, see backlogs, and coordinate "group-buys" between shops, and continue to offer parts to consumers and other shops that aren't MCSs. But the idea of an owner/investor NEEDS to have a return on investment other that just a "hope" that this might bring better support to a shrinking field.