Slick Nick

I can, but I'm in western Canada so unfortunately shipping back and forth might make it cost or time prohibitive.

First stage of flaps is VERY common on most aircraft types I’ve flown, from Pipers, to King Airs, to transport category jets. Even I admit, I had to wrap my head around the fact that the Mooney is a “gear before flaps” airplane. Perhaps this is why the idea meets with some resistance from new Mooney owners?

Try opening the storm window and see if it allows the door to be pulled in a bit. Might be hard to tell if it’s any quieter because it’s noisy with the storm window open, but worth a shot to see if it makes a big difference. Also, how’s the adjustment on the latch pin at the top of the door frame? You can pull it in a bit by loosening the jam nut and giving it a turn.

Saw this one on Controller awhile back, thought it was a really nice airplane. Good luck with the sale!

Hi Lee, would you be willing to ship to Canada, at my expense?

AT’s should have dual brakes, should they not?

It’s the prop that’s killing your speed though. You’re pretty much getting what you should be with that prop out front. They make a huge difference in cruise speed, depending on the profile, which is why they aren’t that popular on the 4 cylinder Mooneys to begin with. Never mind the whole “3 blade prop on a 4 cylinder engine” harmonics argument, that’s another story.

Hey Ruthie, have you got some photos that you could post? I’m curious what these look like.

That's a tricky one, trim is one of those "killer items". Wouldn't want to just be guessing where it's set. And unlike a traditional trim tab, it's not exactly something that can be done by eye from the outside of the aircraft.

I think you’re onto something there. I had a look at some photos of another ATS listed for sale on Controller, and it also does not have the alternator master switch.

Have you got a photo of your entire panel that you could post? I’m curious.

Same here in my 1991 MSE. I’ve never seen a setup like hanks before.

I haven't seen a "one piece" master switch like that before. Is your alternator switch located somewhere else? Or is it just always on?

Aside from a visual inspection, what’s the best indicator someone could look for to determine if the old baffles need replacement?

Give it a rest man, now you’re just splitting hairs… “the soup” is a metaphor for IMC conditions. I didn’t come up with the term, I’m sure it harks back to the dawn of aviation. Back to contact approaches for a moment, would you rather have no guidance at all, or at the very least some sort of runway centerline when conducting a contact type of approach? I hate to break it to you, but especially at underserved remote airports here in the great white north, you simply can’t just fly radar vectors from ILS beam to ILS beam. It takes some airmanship, skill, and solid decision making to get in sometimes. More so “back in the day” before GNSS approaches were mainstream as they are today.

Don’t think in terms of cloud layers. It has everything to do with visibility. I suppose I could have been more clear by saying “straight in approaches” but I didn’t think the mere idea of giving yourself a nice approach reference would cause so much.. Controversy. The OBS function is a great tool to have when the situation warrants. Give it a try sometime and you’ll see it works really well!

I never said any of that. You are making an awful lot of assumptions. A contact approach requires intimate local knowledge of the surrounding terrain, especially when it comes to assuring terrain and obstruction clearance on your vertical descent path. In Canada, you are still required to have a published approach to the airport, but if that happened to only be an NDB with a procedure turn and circling minima, doing a contact approach straight in to the runway instead was orders of magnitude more safe. Flying is all about risk mitigation. Do what makes the most sense.

Perfectly legal in Canada, (and safe when used appropriately.) Must have 1 statute mile visibility. A strong knowledge of the airport and surrounding terrain is a good idea. Search “contact approach.”

I remember doing that almost 15 years ago now in the old King Airs and 99’s up north to airports that had no approaches. We affectionately called it the “Mexican ILS:” OBS the runway, and use the 3:1 rule to get you down through the soup. Worked like a hot damn!

I come from the airline world, so maybe that’s where this mentality comes from, but I always found it crazy how someone could operate a piece of equipment and not know every function and feature. That’s how we end up with idiots like the “my iPad died” guy who can’t even activate an approach.

CYBW is my home airport. It's the closest one to Banff. Banff is maintained but for emergency use only, since it's inside the national park. You can park and tie down at Springbank, rent a car, and be in Banff within an hour.

In the POH for my J it says the cabin and baggage lighting are always hot and not connected to the master switch.

From an old "FLYING" magazine I have, apparently the claimed 201mph top speed was achieved by a prototype with the step removed.

I never assumed I could install it myself. The point of the thread was asking what exactly is involved in an autopilot install, as far as reusing any of the factory components. A consideration for me, since my plane wasn’t equipped with electric trim or AP from the factory. I’m not an avionics guy, so I had no idea if any of that stuff was generally reused.

Looking at this thread here: It could even be an MSE limited. The chronology listed here: https://www.mooneyevents.com/chrono.htm Going by my serial number, says that in 1991 there were only MSE’s and MSE Limited’s produced. No AT’s until well outside my serial number range, and not until 1992. Dual brakes and manual cowl flaps were options on MSE Limited’s… My head hurts…