Marc_B

@carusoam I have a few vents that are a tad sticky. what's the best product to clean and lube with? silicone spray? looking for a rec that doesn't attract grime and doesn't add a smell.

For those too lazy to search: https://mooneyspace.com/topic/41397-wingtip-rear-position-light-replacement-question/ I considered replacing them, but...mine are really sealed in there, don't think it will contribute much positively, and as @PT20J mentioned, I wasn't looking to degrade something that I DO use...

@EricJ what was it that concerned you?

Wondering if there are regulations pertaining to the baggage area cargo straps. It appears the thin strips are bolted to the floor of the baggage area, but could be removed/replaced without too much difficulty? They get tangled and snagged on things more than I actually use them. Would love to make them better functioning in use and out of way (invisible) when not in use. Wondering if one could just replace with some type of quick link / fast attachment, or modify attachment points, and still be within regs; or if this is a federal requirement that they be in place and permanently attached/bolted to aircraft? These are what I found searching: https://mooneyspace.com/topic/15130-cargo-attach-straps/ Discusses just removing straps...pics have been removed. https://mooneyspace.com/topic/13965-cargo-nettiedowns/ Questioning idea of adding netting and tossing around ideas of rail mount for attachment points. My POH lists seat belts/shoulder harness for each occupant in the Kinds of Operation Equipment List, but doesn't specify baggage straps. Only mention of the cargo straps in the POH is listed below and just shows how to use them. I understand and appreciate the concept of load shift protection, W&B, and CG calculations dependent on fixed positions. NOT trying to circumvent that.

@Danb How fast was that line moving? If it was fairly fast moving, what about landing and having a cup of coffee to let it pass? Always curious what you saw and timing decisions that lead to a drastic reroute being the better choice. What did you look at to decide that no where along that line was passable? Did what you saw out your window mirror what you expected from preflight/wx reports on display?

Consolidated Aircraft Supply Co., Inc. 55 Raynor Ave. Ronkonkoma, NY 11779 631/981-7700 info@consolac.com https://www.consolac.com/contact I spoke with them for a service adjustment on my VR and they can test/repair that VR. If it’s just a matter of test and adjust it was $175; depending on parts a typical repair/overhaul was $300-550 and they return it with an 8130. Recommended sending it in with a request for “functional test and advise” then they’d call/email to determine best course of action. Looks like Mooney also has a VR retrofit kit that supersedes current VR; it’s part number 940170-503 and I think this is field adjustable (electro delta isn’t). But I think it would have to be ordered from Mooney? LASAR shows it for $3270.11 special order. So sounds like the better option is just to get current VR serviced.

@M20F did you use thread locker on the Allen screws on the new connectors?

I have an EI MVP50 and I've had several temp probe connections become erratic. Thought this was interesting to see the temp probe connection breaking on my engine monitor data, and also interesting that does not fail to zero reading... Had the crimp connector replaced and all's well. I've had to do the same on a couple of the EGT & CHT probes. Looks like EI now offers a different connector than the spade crimp connectors that came with unit...I'll have to start replacing with these and see if I notice a difference in longevity. Have any of you used the new EI OLC-2 connectors and if so, did you locktite the screw?

That sounds so sad and lonely! Sounds like you're overdue for a date night with the Miss.

https://www.aircraftspruce.com/catalog/pspages/cylinderaerox2.php I've got a Kevlar composite wrapped aluminum cylinder. Half the weight, but unfortunately it's 15 year vs 24 year service life...of course it's 5 year hydro testing (vs Q 3 years for steel cylinders). Guess it depends on what's most beneficial with your calculations...

I tend to look at it in another way...look for the important stuff while you're flying, then you can download the data and look for trends, abnormalities, or to answer specific questions at your leisure. Engine monitor AND flight recorder! i.e. is my engine making full power, how are each of my CHTs, how are all of my plugs looking on mag check, etc. Don't have to worry about recording that anywhere on my knee board note pad. I'm also of the mindset that sometimes by looking over these things you are subconsciously developing a background, and then when you see an anomaly it will actually "stand out" rather than blend into all the things you look at but never really see.

I've got a drop off upcoming at Weep No More June 6 for a tank reseal and just curious what others have done for the trip to BDH (Willmar Muni) to MSP (Minneapolis St Paul). I'm out of state so will be dropping off and flying back to CO. Doesn't seem to be a ton of options and I'm not finding availability of a rental car... wondering what others have done...uber? bus/shuttle? etc. Thanks! Marc.

https://themooneyflyer.com/cfi.html @GaryP1007 looks like there are some listed in Arizona but you’d have to call/email to see availability as I’m not sure if this list is current. Of course there’s always the traveling CFI if you have a block of time and money.

For flushing the fuel lines with hot start I've seen throttle closed, mixture idle cutoff and boost for anywhere from 10-30 sec; but I've also seen throttle full open with mixture idle cutoff...just wondering if there is any difference in the process and where the fuel gets routed. From what I understand, this is just flushing the fuel lines with cooler fuel from the tanks and clearing out any hot fuel that has vaporized. Throttle open or closed? does it matter?

Sounds like we need a feature "yield time (er...space) to the distinguished gentleman from Arizona." Would be nice to have a feature where you could list all of your attachments and be able to delete unused or unnecessary ones in batch format like you're deleting emails from your in-basket. Also be nice if this "tab" or screen had a percentage bar of where you were with your storage limit so you'd know if you needed to delete more.

I have a regular Airpath compass and find it works well. Smaller profile than the vertical compass cards. From what I understand the vertical compasses have small gears that have potential to get dust and sticky over the years which makes them not work as well down the line. YMMV depending on conditions. A good old whiskey compass can be refilled and repaired if it ever leaks and is fairly fool proof. https://www.aircraftspruce.com/catalog/inpages/airpath_compass4.php My compass is used more from a verification tool on the ground and straight and level. How many people fly by compass these days?

@mooneypilotlq they go on lower seat back mount to cover seat well when back seats taken off. It’s a pull tab to pull upright when strapping seats back on.

You could probably clean up the edges of the raised letters with an awl or dental pick to make them a little more crisp and help remove the grime around the crevices.

Detail paint brush and repaint it? Or is it too worn down from use? …found several you tube videos on painting raised lettering regarding prep and paint.

I’d have to go look at my switch. For some reason I was thinking these were engraved aluminum…could you just refill lettering with white paint using a thin paint brush? Or maybe talk to an avionics shop about screen printing letters? Are you referring to -TR IM- on the left and right top face of switch? Edit…or rather the trim up and trim down that look like they protrude from plate and could just be repainted as well??

I just signed up with SavvyAnalysisPro to help distill some knowledge from the 1s & 0s in my monitor. I'm also working with Paul @kortopates. (Thanks for the help!) Figured this would be a great way to see what information can be pulled from the monitor and see how to leverage it for baseline or troubleshooting. I was kinda surprised at what all you can pull from the engine monitor and how Savvy was looking at it: max MAP, max RPM, max FF, EGTs, CHTs, TITs; but also some things I wasn't thinking about like voltage, oil pressures, etc. How do you know if you're getting full power...well it's probably in there. How do you know if your ignition system is humming...in there too. I'm interested to see examples of what to look for and tell-tale signs that you need to look further or address something. Also would be hugely educational to see the troubleshooting process looking at plugs vs wires vs mags...alternator vs voltage regulator vs battery... curious how you dissect some of these things electronically... Marc.

@Oscar Avalle for some reason it says "We could not locate the item you are trying to view" when I try to click that link.

I've been trying to learn more about engine monitor data, lean tests, mag checks, etc. trying to get a feel for my engine and establish a baseline. Wondering if there is a thread or a resource that has normal vs abnormal and what the problem was... i.e. example of faulty mag vs faulty plug, example of failing exhaust valve and what clues in to problems ahead, good GAMI lean vs poor, etc. I tried a search but found several threads that were old and pics were scrubbed. I'm also curious to see what different ranges in EGTs and CHTs are between cylinders are normal. Anyone have some good learning examples or know of a good primer for this?

I'd personally love a Mooney Master Class...I know they offer a few courses like MooneyMax and MAPA PPP or work with a great transition instructor. I've learned a TON on Mooneyspace but something curated by the factory with an audience for the owner/operator would be great. For Mooney to make sure they get the reimbursement for their time they could easily sell a log in subscription for videos similar to what King Schools does. Modules on airframe, lubrication, engine ops, PPI, annuals, factory tours/how a Mooney is born... Sounds like a lot of up front work...I'd imagine the videos would all be pretty timeless though and many modules applicable across the line.

@Jonny PN: 560244-501. Main landing gear retract tube for M20K (sn 25-2008). Not sure if this part has been superseded by another PN, but I think it's correct. I need 2. Thanks for checking!!! Marc.