N204TA

I took my ATP check ride at IWA not long after 9/11. The DPE was a bitter old guy who really seemed to hate me because I was with the FAA. I later learned that he had recently been grilled for giving one of the terrorists his Private Pilot ride. I wonder if that was the same guy you dealt with.

I flew into Kerrville today and saw a beautiful, highly modified 68 M20F on the ramp. It took me a minute to realize that the N-number was one digit different than my original one. I checked the data plate and, sure enough, their S/N is one higher than mine. What a cool coincidence and right across the runway from Mooney, too. Have you ever seen another Mooney that came out of the factory about the same time as yours?

Well, I have now. In almost 30 years of ownership, I haven’t had a problem but, apparently, either the FBO on my last trip or my avionics shop towed the airplane and overdid it. I saw that I had little paint chips but, we just started the annual today and, sure enough, I actually have two dimples. Sigh. A new truss is on the way. Almost $1,300.

The old rule-of-thumb is that speed mods cost about $1,000 a knot. That's why I never bothered to make any changes. I always wanted to do the cowl closure but, even then, I couldn't justify the expense. I have a one-piece windshield, but it's not the sloped 201-style. As Ross mentioned above, those two avionics access panels on the stock F have been a godsend and I wouldn't trade them for looks or a couple of extra knots.

You might need an Ouija board. The owner, Jerry Walters, passed away in 2017 and the company soon followed. They hung on for a while, providing technical support and selling remaining products, but they eventually shut down and liquidated everything when the lease on their building expired in April 2018. Jerry’s sister was trying to find a buyer for the company and said that there were people interested in the “intellectual property,” but I haven’t heard anything about a new owner restarting the business.

That’s Frederick, MD (FDK), home of AOPA!

I just installed the Whelen Chroma lamps in my F last year. The FAA approval requires that you use the original colored lenses. I wondered how a colored lamp behind a colored lens would work but they are surprisingly bright.

When my hydraulic flaps start needing extra pumps to work correctly, I’ve had good luck leaving the release switch in the “flaps up” position and just pumping the handle until I lose interest. Twenty, thirty times. That usually clears out any bubbles and I’m back to 4 1/2 pumps for full flaps.

Worn pads require the piston to move further when applying the brakes. Eventually, it will be sticking out far enough that hydraulic fluid can leak around the o-ring.

The IPC shows an AN6227B-29 / MS28775-326 o-ring. How are your brake pads? I’d suspect worn pads causing the caliper piston to leak before a problem with the o-ring.

GJ is a handsome fellow, Bernie! I’ll be down for my annual on Sept 9, hope to see him in the copilot’s seat.

They cut a new pilot’s side panel, installed a GTN-650, two G5s, a GTX-345 transponder (ADS-B in/out), a PMA6000B audio panel, and they refurbished my KX-155 nav/com and did the LED display conversion. $41,846 total.

The biggest issue with engine inactivity is corrosion. I wouldn’t automatically call an airplane only flying five hours a year for 15 years a deal breaker, but I’d sure borescope every inch of the cylinders.

Welcome to the “Executive” family! Your comment about throwing $50K worth of avionics into a 60-year-old airplane hit really close to home. I was feeling the exact same way when they quoted me $40K for my big panel update in 2018. I tell you what though, it didn’t take long for me to say, “Why didn’t I do this earlier!” I do have to be the bearer of bad news, however. Your little wish list is probably closer to $100K. Two weeks ago, I got a quote for just an engine monitor and a new autopilot and the least expensive option was over $46K.

I believe that the FAA answer is that a pilot/owner can sign off an AD only if it says so in the AD. While lubing flight controls can be done under preventative maintenance, AD 73-21-01 does not say anything about a pilot being able to certify the compliance so, he/she could do the work under supervision but an “appropriately rated” mechanic must sign it off. The Bendix ignition switch AD, 76-07-12, however, does say, “3. The checks required by this AD may be performed by the pilot.” from the FAASTeam:

Having spent eight of my 30-year ATC career in Tucson (5 tower, 3 TRACON), depending on the time of day, I wouldn’t be surprised if CD, Ground, and Local were combined but the departure control sounding like the same guy was a coincidence. The approach control is a separate facility located on D-M AFB. Side note: Great to see someone from my old stomping grounds. I grew up in Mesa, learned to fly at CHD, had my Mooney hangared at GYR, and spent five years working at PHX tower.

The old spinner on my ‘68 F was polished but, otherwise, appears to be the same. I put it on eBay and sold it fairly quickly. The IPC says that it should be an 835-33 which corresponds to the information on this prop shop website: https://ottosenprop.com/products/835-33-hartzell-propeller-spinner-assembly?srsltid=AfmBOorvnr0ZZTT8h197zVUzJFw_eqy0xHyiO1KVCxcf1369QwGp_qrt

Everything. To the paint job itself, look for runs, overspray, and forgotten masking tape. Then, do the most meticulous preflight that you have ever done. Be sure that everything that was or could have been removed in the process is securely reattached and look for missing screws or screws that aren’t fully tightened. Be sure that your pitot and static ports aren’t blocked. Check the operation of all control surfaces, the condition of door seals, etc. When I had my airplane painted, the overhead vent leaked and the carpet in the baggage compartment was soaked in water and paint stripper. They also did some light corrosion removal in the wings and destroyed the PC servo boots.

My mom used to say that she didn’t have to worry about me doing drugs because I was spending all of my money on flying

Global Aerospace through AOPA/AssuredPartners

I bought my’68 F in July 1995. Over the years, I saw insurance premiums slowly come down and paid $725 in 2017 for $65K hull, $1M liability, zero deductible. Then, it started going up rapidly. When it broke $1,000 in 2020, I called the broker and asked what was going on. He said that the underwriter loved me and that just over $100 was liability and the rest was hull. He speculated that supply chain issues, general lack of replacement parts, etc. was making it easier to just call damage a total loss rather than try to get repairs so payouts were getting more expensive. FWIW, my policy just renewed at the end of June and actually went down a few bucks to $1,387. I still only insure for $65K because, at this point in my life, I’m not sure if I’d ever buy another airplane if something happened to this one and I just want what I feel I have in it back. I’m 57 with almost 4,000 hours and over 3,500 in my Mooney alone.

I imagine that many would recommend Oasis Aero, formerly Willmar Air Service, in Willmar, MN. They are a Mooney Service Center and have been in the Mooney business a long time. oasisaero.com

That was custom made by Bevan Aviation in Wichita (KICT). They have an FAA Repair Station certificate so I bet it was just included on the Form 337 and approved under their authority.

I was looking into a GFC-500 for my ‘68 F and asked how they would handle the switches as I recently had my control wheels leather wrapped last year. They fabricated this for a ‘65 E and suggested that they could do something similar with mine:

I actually have an Executive. I found that in the POH in the downloads section.