triple8s

If a person who owned a "C" was going to install an IO-360FI in place of an O-360 carb would there be lots of paperwork? It is a fwf/airframe combination produced by the factory so one would think it shouldnt be a big deal. The flight testing and all the "experimentation" has been done by the manufacturer so it should be same as installing any other factory produced part. OK, if that is reasonable then why couldnt a person install a TCM TSIO360, (the K Model fwf)? If all the work was done to make it the same as was done at the factory then I dont see what all the hassle is, I really dont, yes I know there would have to be other things moved around battery engine mount ect ect and a new W&B but to put the TCM on a F or J should be no big deal if it was all done as the factory would do. I did ask the question about the TCM on the front of a short body and that would require more flight testing and such but to install a fwf on an airframe that has been done by the factory just doesnt seem like a big thing to me. Maybe homebuilding has polluted my mind but I see lots of improvements that are out of bounds for us flying certified birds, some of which (like shoulder harness) could very well save lives.

(quote) " It is used as a back-up indicator to the Vacuum Attitude" If the instrument you are replacing is a back-up and not one of the instruments required in those "for IFR flight" then I personally would put a D1 in its place. I just got my bird back from a panel upgrade and I now have an extra place in my panel, I've too been thinking of going with the D1. I dont think it can be panel mounted and be legal nor can it be hard wired and be legal, however, legal or no, if a pilot lost AI or T/C it could be a lifesaver. The D1 has a backup battery so in case of electrical failure it keeps on clickin along.

I have the "X" and also the A20's personally I prefer the 20's the bluetooth is handy but a grand is still a lot of dough in my mind. I was lucky and recieved the 20's as a gift. I would like to try some of those earplug things I've been wondering how those work.

What started out as an IFR cert has ended in a panel upgrade of sorts and I'll get to see the results thursday. I completed the IFR training in September and in the process learned how much the panel needed. I pondered trading for a better equipped plane but I just cant part with the economy, I just cant do it. Anyhow, plans were to take out the DG, the Narco 122d and the Narco com and putting in a 430WAAS, NSD360 and also there was a problem with the A/P that needed ironing out. Everything was going according to plan until it was time to install the HSI, which wouldnt fit in the available space. So a new panel has been cut. Cant wait to try it all out! If I ever DO decide to trade up, I think I'll just go in a partnership on a twin and keep the little Mooney nothing beats it.

Yep I meant the small TCM, I am perfectly happy with the Lyc till I get up high and run out of MP. I dream of a turbo but hear lots of stories about turbos and the maintenance woes they "supposedly" have. That being said, I love the manual gear and I know my plane so I'm not looking to trade but I have flown a 231 and love the way it will just keep right on climbing. Seems like someone would have done a conversion.

I was reading through the stuff available on Lasar's site looking for the shoulder belt STC and started to wonder. Upon looking at the STC to put the IO-360 in place of the O-360 I cant help but wonder why or if someone had ever put the TCM on the front of a short body.

A 300 inline 6 will NOT wear out either. I hate that they quit making that one.

I am getting an avionics upgrade which entails putting an HSI in place of my DG, well there seems to NOT be enough room for the HSI in the spot where the DG is now so the only thing I can come up with is to have it installed slightly off center to the right because of the interference of the knuckle where the yoke goes through below the bottom row of insturments. Only other thing I can think of doing is to have a new panel cut out and the quote I got was NOT to my liking. Suggestions?

Where's the "strut" on my Mooney? Would it be the shock absorber thing that I have only seen on one very old Mooney?

Well.........got the mags back, installed, timed properly and, crank crank crank......nothin! So we pulled all the plugs fired by the left mag, rotated up to TDC, disconnected the starter solenoid wire. When I held the switch full right and pushed in, the mechanic rotated the prop back and forth and you guessed it, no spark at all. Next he disconnected all the "P" leads and screwed in a harness he had that goes to some test thing. He left it disconnected and grounded out the R & L "P" leads leaving the LR lead open. Spark plugs reinstalled, turned it over and it did'nt go 2 blades till it fired right up! Guess its a 10-357-210-1 keyswitch. The mags were bad too the bearings were out of one, all the points were bad. He also said the lobes were rusty and had worn the rub blocks down on the points. So in the end? I had both mags OH and now a new Igniton switch. The silver lining? I still have a fuel miser so once it's back in shape I can save enough fuel money to pay for all this. (thats what I've told the wife, and yes she gave "that" look)

I know what you should do, buy BOTH! Then when you have one in for annual you'll have the other to fly and you'll never miss a pretty day of flying. Ya know I am joking but my plane has been in for annual AND an avionics upgrade and I have been looking long and hard at a cheap well worn C model with minimal radios, thinking how much fun it would be to have a second Mooney.

Well..........I bought a G-35 in 2007 when bought the C Model, and it died this past spring, however, every year like clock work and I even pull the battery once between annuals to clean the battery box. I have had good luck with the Gill in everyway except puking acid out all in the box that they seem to do so regularly. I will try a Concorde next go round.

Well the mags are gone to be repaired/OH depending on what's bad, I am just glad to know the end is in sight. I have been without a Mooney at my disposal for almost 3 weeks now and it is HORRIBLE! I wish I could...........buy into a partnership on a second Mooney. Shhhhhh If the lil woman heard that she'd KILL ME! But think about it, own 100% of a vintage Mooney for those nice little getaways that are just a few hundred miles, and the weekend runabout, and also have a partnership in an Acclaim or Bravo for those serious long trips! The best part? Never be without a Mooney to get the fix a Mooniac needs! Now back to reality, once the mags are fixed it's off to have the 430Waas/HSI upgrade. Guess it'll be a long time till I get my baby back.

Well, it's the retard points. Now I have another decision, the mags are about 350 hours since OH. Replace points? OH? Or new mags, I only throw this one out to see what comments I hear. A hangar neighbor told me he always buys new mags not OH because he had a freshly OH mag fail over Lake Michigan, says he buys new mags at 500hrs and never goes with remans anymore. Comments?

Yes sir shower of sparks, I've since read up on it a bit and it could be the ignition switch as well. I guess it is gonna depend on what component is bad as to what it's gonna cost in the end. I have noticed it fires sometimes as soon as I release the key and also on occation pops backwards when the key is released.

I have a dead SOS and was wondering if anyone has went with the Electroair EIS 41000 it looks to have an STC for my Mooney. Comments???????

Sounds like a great deal to me. If I could sell my mooney and come up with the extra cash I would buy it. Ditto!

I was looking through TAP and saw this: http://www.trade-a-plane.com/detail/1572387.html What do they mean by Bravo conversion? Did it get a FWF change from a TCM to the LYC?

I HATE to see these planes parted out, but the silver lining is that maybe one plane will keep several others airworthy for a few more years.

I had been wanting the same thing, "ditch the carb" but unfortunately I have not found or heard of an STC for doing that. I just keep hearing thee words in my head, "How much money do you put in an old airplane and what will it get me?" I have a C model and I get 147 -150 kts cruise @ 7500 to 10,000 ft AS IS and I dont think the IO-360 Mooneys are too much faster. A used IO-360 mid time will cost low to mid teens plus install, plus other things that may be different. I'd say at a minimum you'd have 20 grand in changing things over to FI. I just dont see it being worth all the hassle for 7 or 8 kts.

Try 423-273-3557 for right side brakes, this guy has lots of used parts for vintage models. ask for brent

I had lots of Cessna hours (150,152,172) and bought a Mooney M20C and I can tell you this, if you want to go someplace on little fuel, you bought the right bird. NO DOUBT. I had a little trouble transitioning to the Mooney because in a training aircraft you can point the nose down and you go down, airspeed doesnt go up TOO terribly fast, do that in my Mooney? you'll be at the Vne faster than you ever imagined. When you start flying your Mooney, you will have to learn how and when to begin your decent, how to get into a crowded pattern, manage airspeed in the pattern, how to plan ahead and stay ahead of the airplane; however, all these things only make you a good pilot. Anybody can fly a 150/172, it takes a better pilot to fly and land a Mooney, they will NOT land unless you are doing it right you cant just "plop" it down on the runway. Learn to fly that Mooney and you can take those 8hour trips by car in 2hours or less. Oh and another thing, if you plan on going on trips? Better start thinking about that IFR ticket. The longer legs you'll have with the Mooney will take you farther and into and out of more weather. The only negatives I have for my C Model, no rear seat legroom, and climb rate sucks over 10k feet, but heck I dont think you'll find anymore bang for the buck in a certified 180hp aircraft.