Hank

Many people swear by a tool made.from PVC pipe and notched to fit over the fuel selector, with the handle end either an L or T to suit pilot preference and storage location. Make the length and handle style to suit yourself. Or learn to lean down and turn it by hand. By the time you finish your insurance dual, you should be pretty proficient; i switch mine on the ground after engine start to ensure that it's trouble-free, then check it's on the fullest tank for takeoff, and again every hour in cruise.

@Vance Harral, I'm not aware of ANY carbureted Mooneys with separate primer functions like found on the 172s I trained in. When cranking in very cold weather, I sometimes also pump the throttle a few times as the engine turns over, especially if it fires unsuccessfully a couple of times. Unless the engine is flooded, there is little risk of an engine fire. At the risk of derailing discussion here, this is from my Owners Manual:

Threads like this make me thankful for the forgiving carburetor in my O-360, especially with winter and real cold starts approaching . . . Even if many of you think that 'Bama cold isn't real cold . . . Electric pump on until fuel pressure stabilizes, then off. Mixture rich Pump throttle (twice in warm weather, up to 5 times when below freezing), leave ~1/4" forward (fuel pressure should drop slightly on each pump, and stabilize) Wind and set clock (and wait a bit longer when below freezing--put on and adjust headset) to allow the fuel in the carb to vaporize. Turn key and push, release when engine fires and catches Set throttle for 1000 RPM It seems as if every E, F & J pilot has their own secret recipe for hot starts, and now the secrets are coming out for cold starts, too. For my own hot starts, I just omit running the fuel pump and pump the throttle twice regardless of OAT, and shorten up the waiting. Hope you get it figured out!

Yes, it's on during the day, too. Helps with visibility just like daytime running lights on all of our cars. And it's pretty washed out by sunlight, so visible but doesn't cause a bother to anyone.

Check the wires to each plug. I had one go bad on a 2-year-old wiring harness. Mag drop started out like yours, and became greater in several flights.

Since I've never taken my C to FL180 (but did once reach 18,800 Pressure Altitude), I keep my landing light switch ON all the time.

So im supposed to taxi around the airport using my wingtip red and green lights and my belly strobe for illumation? Very little of that light is visible in front of me. Or do you have a (free) STC to mount a taxi light somewhere on Vintage Mooneys???

Bryan-with-a-Y is pretty good. His videos continue to improve. No Cirrus pilots seems like a valid rule!

This is one of the benefits of LED lights. I installed mine over 10 years ago, and can only recall the switch being turned off twice--once during annual, and once halfway through a pitot-static check.

This. Checking the floor indicator on short final is part of my landing procedure, VFR and IFR. It saved me once when I was vectored 20 nm out at 7500', then turned inbound and cleared to land #8.

I'm guessing that the 4-cylinder Mooneys are all in this group? Compressions of 8.5:1 are hardly high, and our bores are in the 4½" diameter range. My "little" O-360 has 1.475 liters per cylinder, larger than the total capacity of some smaller cars [i.e., Chevy Sprint has a 1.3 liter engine]. Fingers crossed!

I remember stations having gas wars across the streets at 10-12¢, with Green Stamps. Then in junior high it went above $1, and the pumps would show prices like 55¢ per half gallon . . . .

Sad that only the avionics are salvageable! The NTSB report says that then wings and empennage suffereded significant damage." Back to our recent discussion about doors popping open . . . .

I've been living with the factory-installed black knob in my C for 18 years now . . . .

Do they (FAA) send reminders for your Class 3? AOPA is very good at sending reminders--take the class every two years, visit your doctor every four years, don't send any paperwork to anyone, just keep it at home where you can find it if ever asked for it (you know, just like the airplanes logbook).

Once your SI arrives, stop getting Class 3 and change over to BasicMed. Life is very good on this side!

Just tell them it's for a low torque actuator on some old equipment whose original manufacturer closed years ago.

Any reputable gear manufacturer would be able to replicate a worn gear to new dimensions, especially if you remake both mating gears. Just as with buying one set from Mooney, it will not be inexpensive, but if you can aggregate requests from 10-15 owners, the per set price will come down; if you can get requests from 50 people, the per set price may become attractive. But don't set yourself up to be seen as possibly selling the gear sets yourself! Each person will need to make a written request, and I e person send it off to the gear manufacturer, all attached to a single letter for the total order.

I get a physical most years, and take the BasicMed online course every other year. Then I go to the local urgent care for the exam every four years. Why do you get the BasicMed physical more often than required?

Ouch! Reference the recent discussion about proper go around procedure, although this go around was to recover from PIO.

That's a lot easier than buying the whole turbine to begin with, isn't it?

National Aircraft Parts Association has many parts for our Vintage birds!

@0TreeLemur, was this you, Fred??? Either way, it's impressive!

He's showing just over 20" at 11,500; my C barely makes that at 10,000. And at 20"/2500 and 10,000 msl, I'm usually around 145-148 KTAS (indicating around 145 mph).

I've been twice, haven't been asked to drop trou. But my former urgent care place has turned into family medicine (found out when I got sick and popped in), so need a new place. Will talk to my new doc, sadly not nearly as close to the house . . .