Matthew P

If it is the original cable, there is a SB that's been out for years recommending the replacement of all (3) original cables (throttle, mixture, prop)

Here's the checklist I created for my M20E, I have a laminate machine and it uses 5" x 7"" laminating pouches. Might give you a starting point or some ideas.962556 Current Aircraft Checklist (22 April 2025-5-1).docx.zip

What gets me is that you can't run a person's license plate to get owner info but you can run an individual's Registration Number and get their info.

Easy, you get sworn affidavits from competent IAs and A&Ps to support your claims, if you find willing participants that is. This would fall under Small Claims Court ($5K cap in most places) doubt lawyers would be involved, besides a legal loss would hurt the business...OP might also want to file a complaint with the BBB.

70 degree on mains and 90 degree on nose works perfectly

have you contacted Frank at Mooney, he's pretty responsive

They sell the adapter, they just don't list it.

They have a sleeve insert for them that fits the 64-C Yokes, your A&P just has to drill the new holes. Also, go ahead and do the AD for the Shafts while the yokes are off to reset your 500hr clock..regarding the price, that's why I only did one side, and the price wasn't nearly as high as it is right now.

Cheaper to buy new ones that add more capabilities, I bought this one https://www.cygnet-aero.com/control-wheel-ca60-524080-17 https://www.cygnet-aero.com/control-wheel-ca60-524080-17?pgid=jqznq4c3-eb328059-cb77-4f2d-aae9-85887251fc95 Here's the Clock for the yoke. https://www.cygnet-aero.com/digital-chronometer-ca-mb800

I was thinking just what's accessible on the backside of the firewall in the foortwells, I have all that hanging cheesecloth type material that's tied off in places to keep it up off the floor...at this point it serves no purpose and as worn as it is I'd be concerned that a spark would be enough to get a fire going.

Read through all 3 pages, didn't see it, just curios as to what the followup requirements were post notification

I received an email from John (COO) at LASAR last week, they receive the first quote back from the gear manufacturer and awaiting a secondary quote as the first manufacturer's lead time is considered excessive (didn't say how long). Will keep everyone posted. V/r Matt

The old cloth covered interior firewall insulation is completely deteriorated and needs to be pulled out and discarded in my 1965 M20E. What do you all use in its place as a thermal barrier? V/r Matt

The old cloth covered interior firewall insulation is completely deteriorated and needs to be pulled out and discarded in my 1965 M20E. What do you all use in its place as a thermal barrier? V/r Matt

Reportable incident...did you file a report to the NTSB?

It's milspec, the M is what threw me, the M if for witness hole..but gonna go with Lasar, someone has to keep them in business

he sayeth, what sayeth MooneySpace.com

Need to replace the Rod End Bearing on the Nose Truss of 1965 M20E item #22 (REM3-4-2) in the parts manual on page 119. Lasar has an alternate PN of MM-3M-21 but someone was saying that MM-3M will work as well...anyone out there know that to be true, really don't want to spend $89.99 for a single rod end bearing, but will if needed. TIA. V/r Matt

if the leveler doesn't work, use that location for the new PTT, just thumb operated as opposed to index finger

to degree for nose, 90 degree for mains...getting to the point you can't even rely on the MSCs to do a good job anymore.

Have you called the manufacturer?

You can buy a new one for like $70.00 look under Trim Pieces https://vantageassoc.com/airplane/mooney/m20.html

They made an approach to a different runway and then cleared to circle to RWY 33, it was a visual approach at that point, they were not shooting the RNAV RWY33.

it was on an approved low level corridor, only problem is that the blackhawk pilots FAILED to maintain their required altitude on not higher than 200'. also, since the aircraft was on the circle to land visual approach, it was lower than it would be if it were on an instrument approach to that same runway (PERFECTLY ACCEPTABLE) but in this case the aircraft was lower than normal and the blackhawk was higher than it should have been resulting in the blackhawk flying into the side of the airplane...The Airplane was exactly where it was suppose to be...you should see the Low Level Helicopter Routes around DC..helicopters fly across the approach path all the time.. here's a link if you want to look https://www.loc.gov/resource/g3851p.ct004873/?r=0.786,0.27,0.099,0.063,0

Former Helicopter guy for 20 years so for what it's worth... here's what I'm speculating, won't know until NTSB report but there have been so many "EXPERTS" that know absolutely NOTHING about what they are talking about... Was NOT the Jesus Nut, if it were the rotor head would have separated from the mast and would NOT have fallen intact with the transmission..., was NOT mast Bumping as they were not in a negative-g and operating at full engine RPM......There is another video out there that shows the helicopter flying straight and level 5 seconds before it started breaking up...the initial event started at the tail boom where the vertical stabilizer and tail rotor gearbox is mounted, if you look closely, you can see it buckled and broke away from the aircraft, the loss of the weight of the tail rotor gearbox at that arm caused the nose of the helicopter to pitch down due to sudden forward shift of CG, the aircraft also started rotating to the right as it was at full operating power and no longer had any tail rotor authority to counteract the torque of the main rotor system..the pilot's initial reaction ( as would mine), to the rapid pitching down of the nose, would be to pull back on the cyclic, which you can see thereby resulting in the rotor system making contact with the tailboom and cutting it off forward of the horizontal stabilizer...the violent impact and vibration of the rotor system, as the blades broke apart and became unbalanced, resulted in the transmission breaking away from the aircraft which is why you see the transmission and rotor head falling down (intact) separate from the aircraft...absolutely NOTHING the pilot could have done..VERY SAD and VERY UNFORTUNATE..for whatever reason Reddit pulled down the close up video and only shows the video after it broke apart..once again, just speculation on my part, I was assigned to the Army Safety Center, taught the Army's Accident Investigation Courses and was an Accident Investigator for 3 years....This is just SPECULATION on my part based on NOTHING MORE than the video I saw, but I WILL tell you that those "professionals" that are commenting on the news agencies and the Youtube armchair quarterbacks are talking out of their azz..Will be interesting to see what the NTSB comes up with, if I were on the GO-Team, after seeing that video, my first priority would be to make sure we find that tail rotor gearbox.. I've attached a picture of the Bell 206, you can see that there are only (2) mounting point that attach the transmission to the Pylons that are mounted to the aircraft...not a whole lot holding it in place..but they did not fail.