SnowJustice

Hi Everyone, thank you all for the golden advice. It turns out that my problem finding the quick drain was kind of quirky, and something that no one here or anywhere else had mentioned. The quick drain on my plane has a more-or-less permanent hose attached to it. In fact, the drain end is attached to the bottom area where there is a nice little cutaway for the oil to drain. So it's just 1) remove pilot cowl, 2) put a bucket under the drain, 3) push down on the quick drain. That's it, nothing to attach/detach. My issue was that I did not know this was a possibility, and therefore I was looking for a drain that looked like all the ones I've seen in pictures, with an exposed nipple that would accept a 3/8'' tube and perhaps anodized nice and shiny blue. Obviously, no such thing was to be found. Once I realized that "hey this thing with a hose already attached suspiciously looks like a quick drain" everything fell into place. Of course I knew I was being ignorant all along, I just didn't know how I was being ignorant this time (it changes often, apparently). After that the oil/filter change went smoothly (aside from having ordered the wrong gender oil filter and having to re-order).

Thanks @Hank much appreciated. The picture in the Service Manual is brutal.

Thank you all for the very thoughtful and considered responses to my questions. After a lot of research I pulled the cowls to take a look around and had a hard time finding the quick drain. The Service Manual says "The engine sump can easily be drained by means of the quick drain that is installed on each engine as standard equipment." However I did not find anything I could ID as a quick drain. The closest I've found is indicated in the attached picture, which looks like a decidedly non-quick-drain. a) Do I have this right? b) If not, where can I look? If so, can I use an automotive crush washer when re-installing? Apparently there are aviation grade parts for this. Thanks in advance!

Hello Mooney experts, a couple of questions with regard to an upcoming oil/filter change in a 1963 M20C Mark 21. 1. What is the procedure for opening / closing the quick change valve? 2. What is the torque setting for the filter? 3. Does the filter go on dry or with lubrication? Thank you in advance! If you have other advice, please don't be shy. Be safe.

Answering my own question: https://planepartsinc.com/store/mooney-m20c-62-64-stainless-kit/

Maybe a better question is: does there exist a document that would have part numbers for the OEM screws used?

I'm looking for a set of spare screws for the engine cowling (top and 2 side pieces). I've taken them on and off 2x and all of the screws appear (??) to be the same (not sure about this though), although on visual inspection there are some differences in style that probably emerged over the years as originals were dropped and not found. Does anyone have a link to a set that I can order online, something like a pack of 25 that I can keep handy if I misplace one?

Wow thank you for the quick information! This is gold. @0TreeLemur I did not hear a click with headphones off.

I am a new Mooney owner (1963 M20C). My plane has about 20 hours since I've become the owner and a March annual. I'll mention a couple of things in the way of background. The flights I've done to date are 6 pattern-work sessions and 3 x-countries. On the 2nd flight I left the lights and pitot heat on a little too long during my walk-around and the the 2017 battery did not start and we had to jump it. The next day it did not start despite a very brief walk-around and it was replaced. Around this time we replaced the red side nav light which was sporadic. Today I went to do a run up on the plane and flipped the master switch and the ignition did not do anything. Absolutely nothing. So I turned the master off. I thought that was strange, but then I thought "could I have forgotten to push in again? (remembering the shower of sparks concept)" So I tried again and got the same result. I flipped the avionics switch and they did not turn on either. Then I noticed (of course) that none of the instruments was humming or spinning up. Right when I noticed this, everything came on and I was able to start the plane. I did a run up and then shut everything down. Now I can't say for sure the exact timing between flipping the master and going to start the ignition on the previous 9 flights, and I can't say for sure that the master has come on immediately or after a delay (although I would have imagined my instructor would have noticed something - but to be fair if we were talking thru something during the time between flipping the master and turning the ignition we might not have noticed). So my question is: is the small amount of seconds (0-20) delay normal? Or should I have this checked out immediately? I should mention that I'm handy with electricity/electronics and of course have a mulit-meter. I'm opting for the latter but want to raise the question in case I'm missing something basic. Thank you in advance for any information sharing and learning you can impart.