phxcobraz

Interesting, I had been considering taking my C model over there to have a full rigging on controls and gear done, replacing any worn components. I have many bushings already I know are worn, I just haven't had time to really dig into, and since it's not broken, most shops are not as willing to work on all that since it takes so much time. Perhaps I will give them a call and see about flying it over there to have it done this spring or summer, maybe on the way back from OSH.

The upside is MOST 62+ Mooney's were sold with the Hartzell governor and prop, so they should be available on salvage aircraft.

Interested in this and the cable bracket for the swap needed. I too have the old woodward gov bracket across the back that makes filter changes challenging(currently using a Challenger reusable filter, it barely clears).

About to replace my current SCS carpet with their vinyl flooring and I have the same trouble with the current carpet. I have some foam that is glued down that I am going to remove and then use Dual Lock velcro directly to the floor. I've found in other uses that using some spray adhesive in addition to the included adhesive on the velcro helps it stay in place better when removing the carpet here and there.

There is an API for it, might have to mess with this. https://public-api.foreflight.com/swagger/index.html Edit: eehhhhhh looks like no logbook data

Yea that part sucks, wish there was an API you could grab the data with from FF.

You can also export your foreflight logbook data to a csv and then run queries on that for whatever you want. I could see a simple sql database setup to match the fields, then just import the csv to sql to then easily query it.

Once you dig into it, you very well may end up spending more than just buying a very nice airworthy aircraft, especially if there is any corrosion(and sitting in the snow like that is horrible for it year after year). You would be better off parting it out, and I wouldn't think of parting out as a bad thing with these old birds. There are so many parts that are hard to find or next to impossible to find. So parting it out means another Mooney gets to stay flying. Places like BAS will buy the old parts. Even Lasar may purchase some of them and refurbish them where possible to be used again.

Dynon gives you a trim prompt up or down if it needs trim input. It sounds annoying but in practice it's really not that bad.

If I read it right, its for those with 1.5” shaft, not necessarily serialized. So you could buy a salvage shaft if you have the thinner one and replace it to be eligible. great to see more options opening up for the whole fleet.

I check it during runup and then never use it again. It runs rough on landing if I do so and would rather not suck in a bunch of unfiltered air. The Mooney design doesn't really pick up carb icing. In 500hrs of flying around the west and midwest in cold/hot/humid I've never encountered it. I still want to make sure it works, and it's on my checklist for engine roughness and loss of power, but I do not use it for landing.

I have one similar to that for bike and OneWheel tires, works great, even works with a presta adapter. I like the idea but I know myself and it would be dead when I went to use it, forgetting to charge. In the plane for longer trips I almost always throw in an M12 screwdriver and also carry an M12 inflator. I've used a single 4ah battery to go from 12-30psi on 4 car tires before.

Something like Pilots and Paws, Angel Flight, disaster relief assistance flying supplies, etc. Keep in mind the limitations of your private pilot privileges and taking money for services. If he does not have a private pilot certificate, you are going to have to eat the gas on these things. On the other end of things, you could consider something like a fundraiser and action to support your local airport tower/TRACON controllers while they are not being paid during the government shutdown.

I replaced them with plug and play dimmable LEDs off amazon, they aren't much brighter but they don't draw anywhere near as much current, or get hot to the touch like the old bulbs. My panel is mostly glass or illuminated screens how and I have much less use for them.

I never used the nav function in my old KX155 secondary. I figured it wasn’t worth going for a secondary source this time around. I don’t plan to fly hard IFR, and I have an iPad for navigation backup that does a great job.

As others have said, gear up right around 80mph, after that it gets pretty hard to do smoothly. Gear down below 120, but really closer to 110/100mph. Trying to put the gear down right at 120mph will be really difficult to get the last 6in or so into the down lock block. If you are nailing your pattern speeds of 100mph downwind, 90mph base, 75-80mph final, it's easy to be abeam your touchdown point in downwind and put down gear, going 100mph, and it's a pretty easy process, the last little bit into the lock block will the be hardest part but not too bad at that speed. Regarding the shock discs, no that won't affect it, however since you stated yours are 20yrs old, that is another thing needing replaced, if you don't already have fuel tank leaks you will soon due to the stress added to the airframe.

My goal definitely wasn't weight savings. I could probably ditch the spare tubes or the spare screw bin in the back and save more weight haha. It is nice not having the vacuum pump in the way now though, makes oil filter changes a little easier.

It for sure does, getting used to the G5s a bit still, but I did do an RNAV approach and the CDI function works great, nice to have it right along side the attitude/alt. Also nice having accurate TAS without having to do math. My plan for the right is a magnet ipad mount that a passenger can use, but otherwise clean when I am flying solo. There is a tray behind the right side holding the Trig com and CGR data boxes, so not as much room as it appears. We did leave enough room to put an autopilot control head just to the right of the 430, probably an Aerocruze or Trig(once it's released)

How much they want now? Mine was a bit worn at annual but not terrible, so I am looking for options for the future.

I ended up just lightly sanding and painted them all to match. Most of them are in great shape other than around the screw holes, so I used some interior washers in those areas to reduce more fatigue. The windshield trim has always been poorly fitting and I’m still trying to get that better against the metal backers. Currently just have some Velcro holding it in place.

Finished up and flew home the other day. Loving it!! Still a few things to finish with a cover plate on the new left yoke and some nice labels/decals. So tidy, exactly as I had in mind! The PAR200B is incredibly high quality, no alternator whine like my old KMA24. The Trig remote com also works flawless.

Probably, outside my wheelhouse but I bet my A&P can figure it out. Was hoping a rebuild kit like Lasar used to sell or bushing already available was an option and we could just swap it out. May have luck finding a salvage air box in good shape also, been looking around a bit on that.

It’s a 63C. Seems like it might be easiest to just send off to get repaired.

Got on the list at Lasar for a new intake duct today as the old one is getting pretty rough. In looking it over it’s clear the bearing for the carb heat flapper is worn out and flopping around. Does anyone have a source for an equal bearing to use? When I called Lasar today they do not offer the carb heat rebuild kit any longer, nor the bearing. Looks like McFarlane doesn’t offer one either. The flapper itself seems in pretty good condition and the heat on/off work but there is definitely some unfiltered air getting in.

I repainted all the interior plastics as well, and cleaned up the sidepanels, re-glued/stapled peeling leather, looks much nicer. Need to get an order into Hide House one of these days and take the seats over to the shop to get recovered. But I want the plane back for some flying this summer, then will get to it this fall probably. They are fine for now.