Hank

@Releew, my new IA this year replaced all of my rod ends due to wear. Before he started, I asked if he had Mooney travel boards to reset everything, and when he said No, I said "then please do not change them." He replaced them anyway. Among other things, I had these checked, and with nominal elevator deflection being 20° +/- 2° from level, the elevator only went up to 15° and went down off the scale (the travel boards are marked off to 25° each way). Just make sure your IA knows what he's doing, has the right tools and a copy of the Service Manual (which I provided to my guy . . . .).

I've only ever been invited to a nearby Class D for a touch and go while waiting for jumpers to land at my nearby home drome. That's what someone flying a J model in NJ last month thought, too. Til a moment's inattention caused him to briefly touch the water, bounce up, stall and nosedive into the surf . . . .

This type of baby "towering cumulus" is probably OK. I was at 6500 and VFR, but would likely have deviated enough to miss it IFR. Puffy cumulus aren't a problem, but I don't like them when they start to build vertically.

You do realize that flightradar24, flightaware, ADSB, etc., all report GPS groundspeed? The regs are all based on Indicated airspeed. Even my relatively slow C model almost always has groundspeed higher than IAS, and the gap is often greater at hugher altitudes. For what it's worth, I rarely fly above 10,000 indicated.

He gave me my old replaced components, too . . . . .

I do two simple things when setting power and leaning my 1970 carbureted C: 1. Set power as shown in my Owners Manual, now generally one of three settings, but conforming to MAPA's Key Numbers: Low level (<4000 msl): 23"/2300 Mid level (4000-7000): 22"/2400 High (>7500 msl): WOT- /2500 WOT- means to pull the throttle back until the MP needle wiggles a bit, so that the throttle plate is cocked inside the carburetor enough to create turbulence for improved atomization of fuel and better mixing with air. This will contribute to more even distribution and smoother running engine. 2. Lean via the EGT. Pull mixture until EGT peaks; just after peak, it will begin to run rough. Then push forward to your desired amount, and recheck it after a couple of minutes because it changes pretty slow. Flying like this gives me almost 6 hours endurance on 52 gallons, at ~147 KTAS. No, I don't plan to fly that long, but have gone 4:45 twice with 11-12 gallons left (another 1:15). While many (fuel injected) Mooney pilots decry the practice, I lean to 50°ROP. It worked well for thousands of pilots for decades before the introduction of engine monitors and worries about peak pressure inside the cylinders (no one has measured internal cylinder pressure; no one knows how much is too much; every power cycle has a peak pressure insude the cylinder). Good luck flying your Mooney. While the cracked cylinder is being replaced, examine your crankshaft for galling and wear. It will tell you about how the previous owners operated the engine. And let us know what you find!

I make downwind departures, too, @Tom, but I never assume any plane i see on downwind is leaving--if anything, I suppose that it's landing. Regardless, I watch it and make sure I avoid it.

When I fly, both hands are in simultaneous use only a tiny fraction of the time . . . . .

It's during OUR summer. In Greenland, summer starts on the 1st of Never . . . .

That's quite a missed at Talladega and Gadsden! How do you turn around so sharp that there's only a single line shown? For comparison, this was my return from Cole's to my new base, admittedly rusty due to excessive downtime . . . .

It depends on which fingers and at what joint they get blown off . . . Which hand do you tap and drag on your ipad with? Hopefully the other one!

Isn't something going on in Greenland this summer? Air race of some sort? Maybe that's where he's going.

I thought it was Peter Dentist who is universally maligning the whole board, not Eagle Eye Clarence Piper . . . .

Strip and reseal both tanks in a C should run 7AMU or a smidgen more. If they've not been done in the last 15 years or so, may as well do both at once and save the second downtime. The question of concern is how fast is the fuel seeping into the cabin? You can use that tank first and not fill it completely until fixing it, but how will reduced fuel affect your across-the-country flight plan?

He certainly changed his roll trim!

I learn something every day. I thought all SWTA parts had access panels, and no LASAR panels did. Further, I supposed that they had come up with the parts themselves, at least how they adapt to the pre-J frame and support the windshield. Joey Cole just pointed out that the trim across the bottom of the windshield is different, and that my SWTA can leak in areas that the LASAR can't because the LASAR parts are caulked. So I need a tube of clear bathroom / kitchen caulk to fully waterproof the bottom of my windshield. I also supposed that the FAA would not grant STCs to two different entities for the same part, thus both LASAR and SWTA cannot both make the same parts under different STCs. [I learned the dangers of assuming as a child, watching The Odd Couple, and my first real job after college taught me to be a world-class supposer . . . ]

Relax, @lithium366, the only dumb question is the one you don't ask. We all start somewhere with our knowledge base, and with MooneySpace, we can learn so much faster than without it! Welcome aboard, and fly safe.

I agree with your sane approach, Clarence. Can you convince the FAA to think similarly? BTW, you would be adding smaller (modified) Mooney-style inspection panels in the STC'd LASAR-manufactured part. Or maybe modifying the STC'd LASAR part to be similar to the no-longer-available STC'd SWTA part, while paying LASAR for their parts but not paying SWTA for their development work . . . Kind of like me editing and selling my collection of magazine articles by a favorite author and not paying the author.

People are questioning the legality of putting Mooney-supplied seats from one letter-designated model into a different one without DAR approval supported by engineering studies and crash tests, and you want to go off and modify an airframe part manufactured under PMA and installed under airframe modification process STC all on your own????

I really like the smaller access panels on my SWTA windshield. If onlynit was still available . . . .

Can we please answer posted questions without sniping at each other??? There's no reason for this type of post in this thread. Please? Thank you.

You're doing that part right. That closes off the auto-enrichment circuit that sends extra fuel through when the throttle is Wide Open. I call this position "WOT-" because it's not quite WOT. This works well for our carbureted Mooneys.

$2000 is not uncommon for new Mooney owners with no Instrument Rating or Complex Endorsement. You'll get the Endorsement as part of your Transition Training (hopefully from an experienced Mooney CFII). Then as you gain experience, rates will come down; mine fell about 1/2 with 100 Mooney hours, and another 1/3 when I finished Instrument training. Good luck, study up and fly safe!

She turned me into a newt! Well, I got better . . . .

use Google: "mooneyspace: search term" seems to work well for many people.