Marc_B

@AZOutlaw if you have a 6 cylinder engine monitor, what are the EGTs doing in the individual cylinders when you do a mag check? Do you submit data to Savvy? even if you don't have a subscription you could take a look at your temps using their mag check function to see what's going on with each cylinder during the mag check. That might help to localize and troubleshoot the issue. Still could be a magneto issue timing (internal vs external), improperly gapped plugs, faulty plug, corroded ignition harness lead... https://www.aircraftmagnetoservice.net/magneto-troubleshooting-guide

Lasar was unique as they offered a direct to owner service with a solid online setup. That set them apart from other Mooney Service Centers. So if they keep that as well as being the point person for all Mooney factory orders they will continue to fill a need to the Mooney community.

Order the pouches...just use the box they come in! But on a serious note... @exM20K what are the dimensions of the sporty's pouches? They don't give dimensions on the website. But if you have an O2D2, regulator/feed tube and several cannulas in one, they must be larger than they look on the website... you mentioned ~6" diameter x how thick?

How big are these? They look kinda like it would hold only one mask or maybe a couple cannulas? It didn't have dimensions but didn't look big enough to hold a boom cannula...or will it?

I usually fly with the back seats out...but stuff in the hat rack is very difficult (not impossible) to snag in flight...certainly not the smartest idea to crawl back there when I'm alone! Was thinking that something easy to keep in the hat rack when not needed, but also easy to attach to the seat back might be a great compromise. With seats out, things have a tendency to slide backwards just out of reach! Thinking of trying these (below) with the head rest post through the D-ring, one on each post. Then I can take a small bag sized for the masks with a handle and hang using the hook and loop end. Was thinking that a "toiletry" bag might be the perfect size to fit 2 masks and cannulas? Most utility pouches that I've come across are either too small, much too compartmental/divided, way too "tacticool", or way too big...toiletry bag size might be "just right." Of course I could also just hang one or two of the Mountain High zipper sacks as well...they came with the masks and are large enough to put quite a bit in; just no separation or dividers. The Precise Flight case @Rick Junkin linked above was kinda what I had in mind but $79 for a pouch is OUCH!

I've mulled around the optimal way to organize my oxygen equipment and have several ideas but never have found the "perfect" set up. So currently I have front seat cannulas and O2 regulator tubing for O2D2 in a ziploc bag in the back of the pilot seatback. But I have several Mountain High zip bags in the hat rack that have 2 masks for altitude (2 zip bags), and a third zip bag that I keep oxygen cannulas for back seat pax plus an extra aerox mustache cannula in case I needed it for backup. So that's 3 mountain high bags in the back. Just curious if anyone has found a perfect pouch that sized and separated well to organize the options. I've also tossed around the idea of something that would clip around the head rest posts and just hag behind the pilot seat...I've seen several seat back organizers that are way too busy and what I'm envisioning is much more simple and small. Hat rack works well to keep them out of the way...but is kinda difficult if I was wanting to snag a face mask and climb into flight levels unexpectedly to top a buildup. But the face masks are too bulky to easily fit in the seat back pocket. Curious if any have expertly tackled the O2 equipment organization quagmire??

@bonal the Ford Trimotors were produced between 1925 and 1933. The one that flies at Osh every year is from 1929. The beginning of commercial flight! Design was taken from the Fokker F.VII Trimotor produced by Anthony Fokker. He was super excited to fly the Fokker Trimotor in the original 1925 Air tour that he painted his name in large letters all over the aircraft as advertising. https://www.fokker-history.com/en-gb/ford-national-reliability-air-tour I’ll have to check when the Ford Trimotor first flew in the tour…I was thinking it was the 1927 tour… Amazing to think of the early titans of industry and intrepid aviators of the time.

Wrapped up the 2025 Commemorative Air Reliability Tour and was joined by 2 other Mooneys. Met in Kansas City on Wednesday, Sept 24, made the loop and got back to KC Sunday, Sept 25. Flew formation in route for most of the tour, which turned out to be an excellent way to get up, get down and stay together. Had overnight stays in Kansas City, Indianapolis, Detroit, and Chicago. Highlights included a stop at Garmin in Olathe, KS for a tour of the aviation factory hosted by Jarrett Haffner; a tour of the Wright Brothers National Museum in Carillon Park in Dayton, OH; a quick trip out to Portage Lake in Pinckney, MI for evening air tours in a '46 Piper J3 Cub, and a trip to Wrigley Field to see the Chicago Cubs best St. Louis 7-3. Airports Visited: KMKC Charles B. Wheeler Downtown – Kansas City, MO; KSUS Spirit of St. Louis – St. Louis, MO; KHUF – Terre Haute Regional Airport – Terre Haute, IN; KEYE Eagle Creek – Indianapolis, IN; KMGY – Dayton/Wright Brothers Airport – Dayton, OH (not on original tour but a worthy stop for us); KOSU Ohio State University – Columbus, OH; KBKL Burke Lakefront Airport – Cleveland, OH; KARB Ann Arbor Municipal – Ann Arbor, MI; KSMD Smith Field Airport – Fort Wayne, IN; KMDW Chicago Midway International – Chicago, IL; KDVN Davenport Municipal – Davenport, IA; KIKV Ankeny Regional Airport – Ankeny, IA; KCBF Council Bluffs Municipal – Council Bluffs, IA; KSTJ Rosecrans Memorial Airport – St. Joseph, MO. Airports in bold were overnight stops. Around 2000 miles total from home and about 24 hours of flight time x 3 Mooneys = 6000 miles of reliability without any issues, mechanicals or wx difficulties. So much fun in the Mooney!! https://fordairtour.org/

Interesting. Sounds like just used google earth to trace a picture and make a KML file that was uploaded to ForeFlight. Then just hand flew the track shown on ForeFlight.

I wonder what this looks like in the cockpit…gps coordinates for waypoints? Set up with ForeFlight and pushed to panel? How many waypoints? Pretty cool!

Lasar website no longer has a link for Parts. Curious if the direct to consumer parts has changed?

Depending on the price per unit, there may be many interested in a group buy as well! shelf stock aka future proofing seems like more and more of a good idea personally!

It seems like this may be a problem that just needs to get to the “right” person at Allied/Globe. I previously reached out to Ms. Eldridge (late 2021 I think) and they could not sell me a new motor as it would have to go through Mooney for certification. However since they were a repair facility they could “repair” mine…aka they just replaced and restamped it. If Globe is still a repair facility this should still be a possibility…if they are so inclined. My unit was replaced with new.

Depending on the cost per motor, perhaps a company like Lasar might purchase a min order and resale? Of course that’s gonna come with an upcharge and replacing would be the more expensive option than overhaul. Maybe reach out to Dan Reisland at Lasar. @JohnM Did Globe give you a price per unit?

usually replace them once a month to prevent colonization

@Rsmithref +1 MKC is a great airport to fly into. No tiedown fees at City Parking over by the self serve fuel pumps. You can call Avis MKC 816/931-1039 and they will drop off a car to Atlantic and you can walk around the corner to pick it up. Last time I was there airports were landing south and coming from west I flew right over midfield MCI, then turned south for a straight in Rwy 19 looking right at downtown.

I think the CPA course is well run and you can also sign up for a flight with an instructor as well. I picked up instructor at Longmont, flew to Kremmeling (20V), overflew Eagle (EGE) over to Aspen (ASE), then to Glenwood Springs (GWS) which is shorter runway with terrain around and fun, the over to Leadville (LXV)...unfortunately the FBO was closed and I had to get a "certificate" the second time I landed there. Then back over to LMO to drop off instructor. If you're coming in from out of town they reserve all the next day flights for the traveling students. Otherwise you can take the course and then schedule a mountain flight with an instructor at your leisure. I'm a CPA member but not affiliated with the course, and definitely thought it was worth my time and training dollars!

ATC routing for me (I was IFR and this was assigned): KSLC FFU V134 PUC V208 MTU BARGR V4 GLL KGXY flying at 15,000. I'm not sure if the routing up to BARGR was because I was at 15k or just to keep me out of the way for DEN arrivals (arrival gates are in the 4 corners NW/NE/SE/SW). They usually give me an arrival (BARGR V4 GLL was given by Denver center in flight). In general if IFR, ATC likes to keep you at 16k and above going through the meat of Colorado...but they don't always have to. On the way out to SLC they assigned ROCKI7 EKR SPANE8 KSLC at 16,000. Took off on vectors and past Denver was given direct ZIMMR (which is right around Rollins Pass). The freeze line was around 15-16k and a cloud layer ahead with bases right at my altitude, so I asked for, and received, 14,000 for the western half of Colorado on. Completely clear below. Lots of mountain passes make mountain flying in Colorado passable even for the normally aspirated. But with NA, you sometimes have fewer options so you just need to pick better weather/larger weather windows. The best way to learn more, get locals knowledge, and learn the ins and outs of Colorado is to take the Colorado Pilots Association Mountain Flying Course. Regardless if you take the course, the website linked above has more info about Colorado Mountain Passes. Additionally some pilots just use Victor airways to help guide planning...i.e. V244 is a great airway that only keeps the MEA at 16000 crossing the Sangre de Christos, but you can use Monarch pass to stay a little lower if needed. Many of the airways have lower MOCAs. In general, my rule of thumb is that with Colorado mountain flying you need to check surrounding weather and winds. If the passes and the surrounding areas around have >25 kts wind, that's not a mtn flying day. As a final suggestion, my friend and CFI/CFII @MarcJohnson also would probably be happy to set up a time to take you mountain flying in Colorado. He flies a M20K, but has lots of Mooney experience in other NA Mooneys and is based in Colorado Springs (COS). A September/early October flight around Colorado makes for a beautiful flying day with the changing leaves...a stop in Leadville (LXV) to get your "highest airport in North America certificate" and a stop down in Salida (ANK) for lunch along the river makes an awesome day!

Happy Wingtip Wednesday! Flying back from SLC; turns out an easy and friendly Bravo. Had to deviate a a little wx but a fun and pretty flight back to CO. Starting to see “hints” of the fall colors coming in the next 2-3 weeks!

I gather ASTM spec vs not is more an indicator as to how well the manufacturer plays well with the distribution chain. From refinery to storage and distribution and to FBO. GAMI went the solo route and had to find a refiner/distribution outside of current existing pathways (Vitol). They report million gallons but only sell it at a handful of locations. Why? Heck, Ada, OK doesn’t even have a G100UL tank for public use ASTM also speaks to mixing and testing outside of original manufacturer. GAMI doesn’t want anyone outside of GAMI and their limited licensed providers to be able to mix, test and certify conformance. I don’t think a GAMI certificate of conformance even shares the DHA (detailed hydrocarbon analysis) with the company mixing their fuel. It is just stamped “satisfactory” in the DHA field of the certificate per their FAQ. “if you wanna go fast, go alone. If you wanna go far, go together.” Certainly seems applicable with an industry that is so well funded, multinational, and reliant on so many resources within drilling, refining, production and distribution. Playing the “they don’t play fair” card may get sympathy from some. But it’s not a viable business strategy in the long run. This is why I feel GAMI was so instrumental with the CEH lawsuit in California. It’s their one door outside of their own development…legislation through litigation. After all, they are a small company that only owns a recipe. (In an industry where jet A, mogas and diesel dwarf AVGAS in comparison…these other companies, pathways, fuels and distribution won’t go away even IF 100LL does)

+1. Beegles does lots of sheet metal work, gear up repairs, and does tons of salvage (BAS). They have a paint shop for repairs although they don’t offer stand alone repaints. Definitely the go to around Colorado!

I think that my Mooney ages like Tom Cruise! Although I think his surgery budget far surpasses the Mooney’s.

Instead of greasing the pins I'd use Door Ease. I think it's cleaner/easier (I think it's a wax base), it's called for in the Mooney Service Manual and you apply it like a crayon. Plus you can find it locally at ACE or Walmart. To lubricate the door seal after install and annually, I use 3M Silicone Paste. It comes in a jar with a lid with a brush that makes it easy to apply in a light layer, let it "soak" overnight and lightly wipe the seal and door jam. FROM MSM:

Adding for posterity: Cleaning off the old seals: Baggage door seal looked different than the cabin door. Baggage door was the foam core rubber seal, but the main door was dense crunchy foam seal. Baggage door came off cleanly and way too easily, but the cabin door came off in chunks. The money was to use plastic razor blade scrapers to scrape off the foam between the rivet heads and get down to adhesive. This worked surprisingly well but was a little tedious in places. I used cheap thin plastic drop cloths from Home Depot with some painters tape to mask things and keep any remover or parts off the paint and out of the aircraft. It was an easy step that made clean up super easy! I took off the interior panels for both the doors. I initially removed the hold open arm on the main door, but it really didn't open that much more and I think you could easily just leave it on and be fine. But it makes it a little easier. If you do take it off, be mindful of the washers and the cotter pin when removing. Hold open arm parts: Door Cotter pin AN380-2-2 (MS24665-132); Washer AN960-10; Washer AN960-10L I then used white shop terry cloths (and a brass brush as needed) with a small spray bottle filled with Adhesive remover. Given the fumes I'd recommend good ventilation and a respirator/glasses/gloves. Depending on how thick and crusty your old adhesive is, dictates how much you need to use a brass brush. Some have described using drill mounted brass brush, and I found that I could control the use of a brush easier without worrying about damage to the underlying frame by hand. Being able to spray the adhesive and keep it wet as it softened the adhesive made it MUCH easier. With softened adhesive sometimes using the corner of a terry cloth rag dipped in some adhesive remover pulled off the top layer of the glue and that coupled with a brush turned it into about an hour+ per door. I think the 3M General Purpose Adhesive is less damaging to painted surfaces than other types of removers. I think overall it worked well and I had no damage to paint or any surfaces inside or outside the aircraft...although I did mask with drop cloths very well. Ounce of prevention is worth a pound of cure. 6-pack of cheap plastic drop cloths from HD Plastic Razor Blade Scraper 3M 08984 Adhesive Remover Small 2 oz spray bottle Wood handled brass brush After cleaning off the old adhesive, I used isopropyl alcohol to clean off the metal, cleaned up the drop cloths/area, and reassembled the hold open arm and reinstalled the door panels.