Greg Ellis

Don Maxwell at KGGG is only about an hour to hour and a half away (depending on wind and model of Mooney) from Little Rock as the Mooney flies.

If any of you guys with a Pre-201 Mooney, have not had a chance to read this Valuation Guide, it is worth the read. Just full of a ton of information that I was not aware of about my Mooney. Mr. Garrison really put a lot of effort and time into this and the research effort shows. It is a great read and worth the time. I suggest getting one if you can.

If your new airplane is a Mooney, congratulations and let us know what year and model so people on the forum know what you may be looking for. However, if your new airplane is the 182Q Skylane that you have on your avatar then you may want to check out a different forum for parts.

I feel this way with just about every thread on Mooneyspace....

This is the one I ordered. Tempest Lycoming Fuel Pumps New | Aircraft Spruce It was about $300 less than the Lycoming Brand pump.

Thank you. I will check this out next weekend. That Eaton part, however, looks nothing like what is on the plane right now. However it is the correct part number according to the IPC.

The switch itself feels fine. I will troubleshoot a little more next weekend. Thanks for the advice from everyone.

Thanks. I saw that same part number in the IPC but could not find an updated number for it. Thanks for the info.

So, it started when I would turn on the master switch and the solenoid would click on and off multiple times. I would turn the switch off then immediately back on and all is good. A flight last Friday revealed no issues and it seemed to work fine. Yesterday, turned on the master switch and nothing. No power at all. No clicking no nothing. Turned it back off then back on again and it was fine. Worked like nothing was wrong. So I thought it was the master solenoid going bad.

You are correct. I will edit my post to reflect that. It is the master solenoid.

Before you respond, I wrote down the wrong thing in the title. I am looking for the master solenoid, not the starter solenoid. Sorry about the confusion. I have a 63 C model with an O-360-A1D. What is the correct master solenoid? I have searched Mooneyspace and I am getting conflicting answers. Mine is giving out and I need a new one. The one that is on my airplane is a Lamar p/n X61-0028. Aircraft spruce says this is a non FAA/pma approved part and I can find no logbook entry of when this one was installed. I want to make sure I put the right thing back on. Can I use another of the same p/n or do I need to go with something like this which is FAA pma approved. Thank you for any advice. https://www.aircraftspruce.com/catalog/eppages/sts-12s24s.php?clickkey=7013673

The last time I was in Fond du Lac, the only grass I had to be on was being parked on it. I then pulled my airplane onto the taxiway to start up. However, I was parked on a front row right at the edge of the taxiway. They usually have planes parked multiple rows deep that may mean a short grass taxi.

Not to mention trying to practice spot landings. While the controllers at Oshkosh give you a little leeway, they really would like you to land on the dot they tell you to.

I have noticed that as well. I think, and they probably won't do it because the cost would be astronomical I am sure, that they need to regrade the grassy areas that planes taxi on and park and then replant grass. Over the years with rain and taxiing on softer ground and parking on softer ground, I think the ruts have set in and need to be removed. Maybe they could just use a steam roller or a heavy roller to try to smooth out the ruts. But I am sure it is not something the EAA or the airport is willing to spend any money on. But Oshkosh sure is a heck of a lot of fun and a great experience to be had many times. I think this will be my 9th or 10th time, not sure. I used to go into Fond Du Lac and drive over. That was nice because it is just far enough out to not be too crazy. I have flown the Fisk arrival a couple of times and that was just nuts unless you go well ahead of opening day. I now fly in with the Caravan and that has been quite nice. There is so much to see that when it is over and you come home, you will look back and find things that you missed and wonder how you missed them. And, a lot of folks put a lot of effort into helping you with your aviation life in the form of forums and workshops to learn new things, new skills or reinforce things you already know.

Have you asked these same questions to the person/people that would share the hangar with you? Are they instrument rated as well and find it difficult not being able to get back often? Maybe see how they manage the same issues that you would be facing.

Here is the owners manual that I have. However, when I had my EDM 900 installed, I actually used the pages from the AFM. That is specific to the airplane it is in including W&B etc…. N6541U Owner's Manual.pdf.pdf

Okay, so this is 8 pt font. Imagine what a 4 pt font would look like. This site won't even let you go that small. Amazing. You would need a magnifying glass just to know it was there. And that is not just fine print, it is ultra fine print....

Unfortunately, like my 63 C model, not all Mooney's have an emergency release. There are plans for retrofits but not all of them have it.

There was someone on Mooneyspace that showed a picture of them putting ketchup packets on their nose gear and if the ketchup package was broken, they knew that the airplane had been over steered with the tug.

It would be interesting to hear how screwing up your nose gear with a "huge boom" is somehow your fault when they were the one's towing the airplane.

There have been recent articles on cylinders exiting their engines due to the use of a sealant or gasket maker between the mating surfaces of the cylinder and the engine. here is one such article. I am not saying that is what happened here but I would check for sure and ask the folks doing the annual if they saw anything other than a cylinder base O ring. Because it could be on your other cylinders. https://resources.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2013-04_a-little-dab-ll-do-ya-in.pdf

Just an update. My avionics guy came over and installed the latest software update. Went flying on Sunday and battery showed 95% charged prior to the flight and 100% charged after the flight. Just a reminder, it was showing 71% charged and would not show it was charging up even though there was a yellow lightning bolt indicating it was charging. I then did the battery capacity check as suggested and the battery checks out good. Yet another thing to keep an eye on….

It may not be true but I was just speculating as to why we could not close the door. I was in the copilot seat, not flying the plane. The pilot slowed down but not sure down to what and he also slipped it to try to help. I never said it was impossible….just that on this day we could not get the door closed.

I have been in a Mooney when the door popped open and there was no way of closing it. The wind got underneath it and flexed the door just enough that the latch would no longer go in the hole at the top of the door. No matter what we did, we could not get it closed. Fortunately we only had about 10 minutes or so before we were landing so we just lived with the noise but there was no way the door was going to close. I believe it is because of the curvature of the top of the door and wind gets under it and lifts it so the latch no longer lines up. Others may say it is no big deal and the door closes with no issues but not in this Mooney that I was in. (An A model)

They don't mention anything except on the first page of the website where it says "No STC required" but they do not mention if that is for both options or just the one not wired into the ships systems.