TangoTango

When I bought my Mooney, the previous owner had the sticker on the panel next to the ELT switch. I liked it so much that when I updated the ELT registration I put the new sticker in the same place

According to the FEMA Flood Map,165 Al Mooney Rd appears to be outside the mapped flood plain. The map at the link drops the address pin in the wrong place; Mooney's buildings are the white roofs just west of the runway 3 threshold.

Isn't oil pressure affected by RPM, and to a lesser extent temperature? Throttle back to me sounds like @FredG is leaving the blue knob at the cruise setting. With my IO-360A3B6D, I do notice a reduction in oil pressure down to about 60psi when I pull the RPM back (either with the blue knob or by dropping MP so much the prop falls out of governing range), but I do not notice a difference by changing MP alone. By the way, the oil pressure is easily adjustable: 60297-12[1].pdf (Page 109 - Oil Pressure Relief Valve)

Mine was also removed with the same message as @Nico1. Flightaware still has my ownership data shown, but not everywhere. The main page says "Unknown Owner" but the flight history page still shows my name. I assume it takes some time for the FAA change to propagate out.

I bought my Mooney shortly after getting my PPL. Insurance was expensive, but I've been told my options would've been much more limited had I still been a student. While mine also has right side brakes, I think renting until I got my PPL was the right choice. That's the first big bend point in insurance cost, and the transition to a complex takes a while. It would've set back my training at least a couple dozen hours, and I was happy to get the early hard landings out of the way in a fixed gear with oleo struts. Everybody's risk tolerance is different, but I think waiting hundreds of hours post-PPL before transitioning to a complex Mooney is excessively conservative. After all, the FAA thinks you can fly around paying passengers with a commercial rating at 250 hours. Personally, if the intersection of your risk tolerance and mission profile meets somewhere you can afford, I like the mantra of "buy your second plane first". Transaction costs in airplanes are high.

Seconded! The A&P that looks over my bird actually worked with Coy back in the original Mod Squad in St. Louis. I'm always learning Mooney lore from him; I would love to email this over to him once you get it scanned @jeremyc209

I also find that 2500 rpm just feels right. Above about 2600 it gets vibey and noisy, lower than 2500 it gets a lower kind of vibration, almost like it's lugging. I'm sure it's fine, but it doesn't feel smooth like 2500 rpm does. I'm not usually fuel limited (and at 2500 I can always run as far LOP as I care to), but if one were trying to stretch the range wouldn't lower rpm allow you to run further LOP? Something about giving a slower leaner flame front adequate time to expand at a slower piston speed?

The brochure appears very promising, but Service Letter 250 section C part 4 makes me nervous. What does Lycoming consider "catastrophic internal damage"? Is a spalled crankshaft "catastrophic", or does Lycoming take a more conservative approach?

Pretty sure the green gas is the old high lead stuff, as opposed to the "new" low lead 100ll. Pre 1970s stuff, no idea if it's still sold anywhere today...

I've been following this on the other forum, glad to see you posted an easy to follow guide here. I just submitted mine, I got an "estimated review date" of 4/15/25. Curious to see what action the FAA takes at that time, as 49 USC §44114 reads to me as not requiring a procedure for compliance until 5/16/26 (two years from the enactment of this Act). Has anyone completed this and actually seen their personally identifiable information removed yet?

I was taught the same process by my transition instructor and have found it works well. I don't prime unless the engine has cooled to ambient. 1,000 rpm seems to be the sweet spot - on a cold start, the throttle position from the last shutdown may need to be pushed forward just a hair to hit the target 1,000 rpm. If I do get hamfisted with the mixture control and push it too quickly on a warm start, the flooded start procedure always bails me out

I think some around here have claimed a speed benefit to running without them. The aluminum trim piece is pretty bulky, and on a critical part of the airfoil. I'm still running with mine attached, but they haven't given me a reason to come off yet. Maybe when I polish the cloudy plexiglass...

@A64Pilot I assume this was done as part of a field overhaul? Do you know who did the work? I'm not aware of lycoming ever offering that as a factory option

I can second the valuation guides from Jimmy, they have lots of detail (much more than Vref used to have when it came with AOPA) and I find them to reflect the fair market value for airframes that are turn-key ready. Here are the pre-201 and the J model guide posts. I'm pretty sure he gives them away to current Mooney owners for free, but I paid $35 for the first and $10 for the second when I was shopping.

Data caps are annoying for home service, and a 50GB cap is pretty low. For mobile use in the Mooney though, 50GB should be adequate for the limited hours we fly. This pricing is pretty great in the context of that mission, too. I'm excited to hear feedback on how well it works. Even the 1Mb "overage" speed is pretty sweet. The passengers may not like it, but I remember when that's all the speed I got at home. I could definitely download a satellite image over that connection in a pinch.