Greg Ellis

I don't have any issues running an iPad pro plugged into a multi port adapter which then runs to the cigarette lighter. It actually charges the iPad to full charge during a flight with the screen at full intensity. The charge is slow but it does charge it. Make sure that whatever adapter you are using is rated at 2.4 Amps (you need at least 2.1 amps for charging) or you may not see a charge or even a discharge with the screen at full brightness. This happened to me when I first started using an iPad in the cockpit. I was using an adapter not rated at 2.4 amps and the iPad would not charge.

I am based at Spinks. I have used CAM Aircraft and they have been very good to me and do good work. They are a larger shop and quite busy but always seem to work me in. If you need them to travel to you I am not sure if they will do that. They have done cylinder overhauls for me, replaced the motor mount, complete update of my avionics, IFR certification, tire changes, annual this last year, etc...etc... The owner's name is Cliff and is a good guy. Phone number is 817-551-1530. www.camaircraft.com You can tell them that Greg Ellis gave you their information. They know me fairly well. They had my airplane for many months with the broken motor mount and cylinder issues. The owner has a few airplanes but one of them is a Mooney, I think a J model.

The original poster did say that the 91.413 was done when the transponder was installed and that is the rub here. It was only a couple of months after installation and this shop was doing another 91.413. However, he did say the 91.411 was due or soon to be due he just did not authorize it to be done. It bugs me when aviation maintenance shops fell they can just do work when it is not authorized. I have had it happen to me before and thankfully I now work with a shop that won't do anything on my airplane without my prior approval. It is understood and we have a good working relationship because of the boundaries set prior to work. I know there are others out there that just say whatever is wrong just fix it and send me a bill. I want to be a part of the process as much as I can. I can understand how frustrating the original poster may feel but I think at this point I would pay the bill (the headache and stomach acid are not worth it) but I would have the discussion about how things will go in the future or that you will not require their services ever again.

There are a couple on controller.com that are close. Just above 40K. Maybe able to negotiate them down. And at a quick glance they look nice. https://www.controller.com/listings/aircraft/for-sale/list/category/6/piston-single-aircraft/manufacturer/mooney/model-group/m20c

I got my new doghouse from Airforms Alaska. When I purchased mine 8 or 9 years ago they had it for the C model. They only list the E and J now but you may want to give them a call. But it fit incredibly well and mechanic that installed it said it fit much better than original. I noticed an immediate difference when it was installed. It has held up well also over the years. I think that if I ever need to make an exterior cosmetic change I would go with Sabremech's cowling. It looks great and hopefully helps with overall cooling and aerodynamics.

I am not sure where to buy them but LoPresti made the Hubba Hubba Hub caps. They have a hinged opening to allow access to the airstem to put air in the tire without removing the hub cap. If you search Hubba Hubba Hub caps on Mooneyspace there is a thread about it with the Mooney Bravo. I searched online for them and could not find them and Aircraft Spruce used to sell them but I could not find them on their website either. Well....I guess this was not much help.

I have a 1963 C Model and I have the enclosure and it did nothing for cooling or speed. Just aesthetics only. The biggest bang for the buck that I got with any speed change was the flap gap seals, aileron gap seals and reversing the brakes so they are out of the slipstream. Cooling came by replacing the dog house with a new one that sealed better. My oil temps have never really been a problem with the oil running about 190 on climb in the heat of the summer and cooling off to the upper 170's in cruise, also in the middle of Texas summer. I think what this shows is that every plane is different even within models and one thing that may work for one plane may not work for another.

Walt was a good guy. He never hesitated to provide advice or help. When I would e-mail him a question regarding my airplane and engine he would have an answer back to me usually in less than an hour. Can't say that for many people in the aviation community. He was a good guy and a fellow dentist. RIP.

I would also have the airport look under that area of the asphalt that looks solid. You never know if the base soil has eroded under the asphalt and more if your ramp will start collapsing in over time.

The original poster flies 15 hours per month, not 5 hours.

I have a couple of pair of these from Dual eyewear. I like them. They are light, comfortable and only cost 70 bucks. https://www.dualeyewear.com/dual-q1.html

Thanks.

Well, this is a first for me. Floating across Texas is a Balloon being tracked on Flightaware. It shows it doing a whopping 15 mph at 58,300 feet!!!! https://flightaware.com/live/flight/HBAL218 This is the company flying this balloon. https://loon.com/ From their website: Loon is a network of balloons traveling on the edge of space, delivering connectivity to people in unserved and underserved communities around the world.

I would also think it was more for ground operations. When in cruise flight at a high altitude (In an Ovation you are probably cruising above 10,000 into the teens) it is already nice and cool outside so no need for the A/C. Although, here in Texas last weekend I went for a flight and it was 90 degrees at 4000 feet. Could have used something then.

The shroud had a small crack in it that was welded.

$1515.00 This included the muffler, all tubing including all risers etc... There are probably less expensive shops out there but I felt good with this price and the work they did was quality work.

Aerospace Welding Inc. (AWI) https://awi-ami.com/

Some of you have been following along on another thread about my woes with a hot cylinder. Well, we have that sorted out finally. But while they had the airplane for many months troubleshooting the cylinder issue they removed the exhaust and the photos show what they found....I should rephrase....what they didn't find in the exhaust. I have also included the after fixing it images as well. It is about 98% new. There was not much they could use. I post this because the shop did a really nice job on my exhaust and at what I thought was a reasonable price.

Just out of curiosity...in the 60’s how many Mooneys would be on the assembly line at one time? I am just curious because this Mooney’s serial # is 2318 and mine is 2324.

The EDM 900 did replace all of my other engine instruments as a primary.

I am not exactly sure but I can find out for you. Not sure if they are working on July 4th. They usually work on Saturday but not sure about this Saturday.

An update on my hot cylinder #3. The mechanic working on this issue stuck with it. He checked everything. Baffling, timing, borescope, plugs, etc, etc....if you read my previous posts it gives you an idea of what we were going through. I took all advice from the forum to him as well and nothing was making a difference. JPI has been closed due to coronavirus. But my mechanic was able to get a hold of the tech that he usually works with. Turns out on some Lycoming cylinders there is an issue with the way the CHT probe fits in the cylinder. I do not know the exact issue but it has something to do with spot for the probe being bored too deep and the probe does not sit in the right spot. It has happened enough times that JPI has a fix for it. They put in a special sleeve and a spacer. Viola...the CHT on #3 was in line with the others and never went above 370 on take off. It was going up to 470 before the fix. I had emailed back and forth twice with JPI and told them my issue and they never once mentioned this. They said to me that no way it could be the monitor or the probe. Too bad. Could have saved hours and hours of labor. So while I do not know the specifics on what happened, I put this out there just in case anyone else has the same issue. But I am very happy now. Plane is running cool and it is happy as well. Thanks to everyone who offered help with this.

I think first difficulty would be finding one. Take this for what its worth, there are 15 registered with the FAA, not sure about Canada, and of those only 2 of them have shown up on Flightaware.com as to having been flown recently. One on 6/28/20 and one on 6/4/20. All the others have not flown since 2018 and older. The same gentleman that flew on 6/28/20 actually owns 2 M22's according to the FAA but the second one has not flown in a few years, probably used for parts.

Paul did analyze this data through Savvy. They pressurized the induction system and found no leaks anywhere. But I will revisit that as well with them. Thanks.

I did not do any of the work. It was done by a shop here at my airport. The cylinder was overhauled, not new. In previous posts I mentioned that it has been borescoped and everything looked fine. After continued flying they then removed the cylinder and visually inspected it and the piston and the rings and anything else they could see and all looked great including the cylinder and walls. No signs of any damage, scoring or anything.