cliffy

You need to determine where the leak is coming from first. If it is a fitting or the fuel level gauge it can be fixed real easy by any A&P right where it is at. Get an A&P to look at it. If it is actually a leak in the internal sealant of the tank a ferry permit can be issued to fly on only one tank to get it to a reseal shop. Just make 1 hr legs and you have lots of reserve. Many Mooney pilots fly long legs by draining one tank completely and finishing on the other. Flying with one tank empty and one full is not a lateral balance problem according to Mooney. I have done it - no issues. Yes it is safe but the other tank needs to be drained so it doesn't leak. Read your drip limits If it is wet and dripping drain it and go get it fixed. As an A&P I would sign the ferry permit if I was there given the above inspection and set up.

PM sent

jamesm- just by seeing the picture it seems that the B nut on your oil line is blue. Is it? If it is it may be aluminum and needs to be changed per the AD along with both crankcase fittings to steel. Just askin. Have you ever checked it with a magnet?

It was pickled at the factory and in a dry area all its storage life but a good borescope will be mandatory.

Now your fun begins! Get good training. Keep your speed in check on landings and have fun. Just a word of caution- if you are fast on landing you may/will bounce- GO AROUND. Mooneys usually get the prop on the third bounce. Keep your speed good on landing an never a problem. I wish I had a 201!

Nothing wrong with Goodyears except the price :-) I've had those and others over the years. I have more trouble with tubes than tires.

It came from Haglin in Los Angeles Old time Lyc distributor. Haven't checked the valves yet either but will in the near future. May have to check the crank AD by serial number also.

Have found a new engine in a hangar for a long time. NEW! Factory New Lycoming IO 360-B1E Still in shipping box. Never unpacked. Shipped from factory Jan 1978. Haven't done an AD run on the serial number yet and it will probably need at least a tear down and reassembly with new gaskets. Just starting to find out what it might be worth. It's from an estate sale. I have no skin in the game. Only handling sale for the wife in the estate. Any ideas?

Instead of speculation, I wonder how long it would take for someone to get an answer from FAA for a legal interpretation of "installed equipment" and " meets performance" as far as CAR3 and Pt 23 aircraft are concerned?

Interesting to say the least. What was your last route clearance received before the hand off? What was the route clearance you were given at departure? Was it ever changed enroute? As was said, more info needed. What airport? Jeppesen has missed stuff before.

If they are looking at the VLJ market for this thing it ain't gonna be $2500 period. Has L3 EVER made anything "affordable"? What the market needs IS a stand alone solution for $2500 or less. It could be done if they would extend the recent reference to "meeting ADSB standards not necessarily matching TSO specifics" for experimentals.

Just had one tonight. I'm 16 out and a B99 commuter was 28 out. Both of us straight in. Knowing he's 100 kts faster (I asked) and figuring he'd have to go around as we'd both be 3 mile final at about the same time I just slid over a bit, slowed 20 kts and told him to keep it coming. He was clearing the runway when I was a 2 mile final. No big deal. Didn't change my ETA by 2 mins. Just have to work with folks, that's all.

Here's something I cut out of AC 23-27 Parts and Materials Substitution- Now if the belt was part of the STC'd kit and called for by name and number in the STC then it is legal. The A/C specifies how a belt substitution works if the original part is NOT available. Another FAA gotcha! 1. DRIVE BELTS a. Alternator or Generator Belts. (1) For aircraft where the manufacturer no longer sells the original alternator or generator belt, you may use a belt made by the same belt manufacturer if the original part number is known. If the original part number is not known or the belt is no longer available, you may use a belt manufactured to a known specification such as SAE J636 and the belt properly fits the application. Pay special attention to fit of the belt to the pulley and proper tension of the belt. We highly recommend the use of technical information from similar aircraft. (2) The SAE J636 specification covers standard dimensions, tolerances, and methods of measurement of V-belts and pulleys for automotive V-belt drives. The V-belts that Piper supplies for the PA28-140 conform to this specification. Approval: This is a minor alteration and you may document it by a logbook entry. The logbook entry must reference the original (if available) and replacement belts' specification and manufacturer's identification.

Back in the day(70s) Baja was a great place to fly, now??????? Haven't been for years and don't plan on it. Catch a cheap flight at TJ to Cabo and spend the savings on upgraded rooms or beer.! Actually there is a great little place two blocks off the marina in Cabo "Mar de Cortez" cheap but excellent rooms and one of the best retaurants in Cabo inside.

tankinbarber- Check out "The Mooney Flyer" emagazine for this month There is a big flyin coming to Paso Robles CA later this year. I was based in HND long before it had jets! It was a nice quiet country airport at one time. There is a red and white E model under one of the shade hangars south of the terminal owned by "Steve" Nice guy, go meet up with him. I'm in Page so I'm hopin for something LAS or slightly east! :-) Kingman has a great little cafe. So does Payson AZ or Winslow AZ All good places for a food stop for several Mooneys. Havasu closed their BBQ place last year. Don't know if it reopened or not. As mentioned, Jean NV is right next to the casino/buffet and they have self serve gas. In the winter there is always Death Valley with a restaurant a short walk from the a/c parking. Get in touch with Phil Corman at The Mooney Flyer if you want to start a flyin He will help by putting it in the magazine. Also 'Socialflight.com" will post it (you do the post. Now start flying!

There is also the caveat of "obtaining ALL information available for the proposed flight" by FAR. I'm just wondering who would be found at fault (I know I'm trying to untie the Gordian Knot here) if two planes met at the intersection and one was on the "preferred" runway and one wasn't. We have actually had 6 lined up for takeoff with another (7) just airborne on 33 when a tour operator called base to final for 15 and all wisely waited while he stated he had the right of way because he was landing. I think there is something about using the "established pattern".

rbp Absolutely true!

Anyone ever look in the AFD and pay attention to the Designated calm wind runway info at uncontrolled fields? What is the priority for landing going opposite directions? With straight ins both or 1 doing a pattern? We have that here (KPGA) but no one even knows what the designation means. We have 1 runway and a free for all each way for landing on calm days.

Just a question-to the OP- did the other guy ever speak directly to you? If he didn't he may have never heard you even though he was transmitting(volume down etc). Out here we have a non-towered airport in the middle of no where. We will have a G5 on a downwind 5 miles away from the airport, a J3 on downwind 1/2 mile from the airport. 6 or 7 C207 tour aircraft lined up on a 45 (all for rwy 33)and a commuter B99 doing a straight in (VOR APP ) to runway 15 opposite way. I've seen it happen. Even get NORDO planes in herein the summer. YA gotta keep your eyes open. I got another question but I'll start a new post.

Like I said, I'm not telling anyone how to fly there airplane, only bringing forth the legalities of maintenance actions. As the OP opined, "there's nothing wrong with flying it that way-IS THERE? Chances are if I were a fuel stop from home I might do the same thing you did and accept the legal exposure for one more flight. To just placard the panel that the vacuum system is inop and continuously fly that way for days with no other actions is another issue. I know it seems like a minor point AND it would probably never be an issue but even placarding the step (it would hang out and as you taxi in) IF an Inspector saw it and IF he knew what he was looking at he might wonder about the correct sign offs. I've know a couple of anal retentive Inspectors in my time. I agree. its a very long shot that anything would ever come of it but it might be nice to know for those who don't for sometime if the future.

I don't think one would get away by saying the vacuum pump failed (no vacuum showing on the gauge) and that in itself was "deactivation". You would be operating an engine with a failed component attached to the gear case without any investigation of just what failed. Was it the pump? Was it a failed or blocked hose? Just what was it? What failed was the pump, how did you deactivate that? You would be making an 'assumption" not based on fact. Now if it was the pump drive that failed, why did it fail? Internal vane failure? Who knows but you still have pieces spinning in close contact with each other on a gear case. Don't think any Fed would by off on leaving the pump in place and calling it "deactivated". Deactivation in this context requires some kind of action not just a static or passive concurrence that the part doesn't work. Now if the pump was removed the vacuum system will be "deactivated" and can be placarded as such. Along with anything connected to the vacuum system- vacuum step, autopilot, roll stability system, vacuum gauge and lights, etc.

ELTs come under FAR 91.207 Removing them and operating the airplane is allowed as long as it is done IAW 91.207 (shown below). There are specific entries that have to be made in the log book, a placard must be installed in full view of the pilot and it can not operate longer than 90 days in that condition. As far as instruments required for IFR or VFR flight, they are specific for that condition of flight BUT if they are installed (IFR instruments) they must be in good working order, They can not be just sitting in the panel INOP even if you are flying VFR only. The FAR on "INOP Equipment" takes control. Say you have an ADF or an Autopilot that doesn't work- LEGALLY speaking if you fly it that way you are in violation of the FARs. Now we all know that there are many planes flying with in just that condition BUT it is still against the FARs to do it. Ask yourself this, "would you take a Check Ride with a Fed as the Examiner, in your airplane in that condition?" Like I said, "how much legal exposure are you willing to accept?" (10) An aircraft during any period for which the transmitter has been temporarily removed for inspection, repair, modification, or replacement, subject to the following: (i) No person may operate the aircraft unless the aircraft records contain an entry which includes the date of initial removal, the make, model, serial number, and reason for removing the transmitter, and a placard located in view of the pilot to show “ELT not installed.” (ii) No person may operate the aircraft more than 90 days after the ELT is initially removed from the aircraft; and

It might be stretching it a bit for a Mooney but an MD-80 crashed a few years ago all because they used the wrong grease on the tail trim jack screw. In some cases it does make a difference what grease is used.

I should have added that it makes no difference if you have a stby system or not. Be it Precise Flight intake vacuum system or a real electric stby system. The main vacuum pump has failed. That constitutes a failed piece of "equipment" that needs to be fixed or differed by MEL. As was noted, the Precise Flight stby system will not work at full throttle and/or higher altitudes. In its own paperwork on "Limitations" it can not be used for departure as the primary vacuum source. It all boils down to how much exposure you want at legalities and now that it is posted on a public website your intentions to knowingly break the FARs will be seen by many. Who knows if the Feds monitor this website? I certainly don't. Your exposure is even more now. Not telling you what to do but just bringing up what the realities of the action are for your consideration before you do it.

Flying with inoperative EQUIPMENT AND/OR INSTRUMENTS is not as simple as first meets the eye. Without an MEL specifically written and approved for the particular airplane (by N number) strictly speaking if it isn't working you can't fly it. This can even be stretched to include the cigar lighter if you have one. The rule says "ALL installed equipment must be operating OR differed by the use of an MEL OR removed/secured/ and noted in the maintenance log book (including any weight and balance calculations needed). Whether or not harm would come to the inop equipment has no bearing on the issue of legality. Now, that being said, unless you get ramped or have an accident who's to know BUT do you want to take that chance? Also if you make note of the failure in your log book and then make another flight before you get it fixed it's in your books and can be found at any time. Again, is it worth the exposure? See Sec (a) below: Inoperative instruments and equipment. Sec FAR 91.213 Inoperative Instruments and Equipment (a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met: (1) An approved Minimum Equipment List exists for that aircraft. (2) The aircraft has within it a letter of authorization, issued by the FAA Flight Standards district office having jurisdiction over the area in which the operator is located, authorizing operation of the aircraft under the Minimum Equipment List. The letter of authorization may be obtained by written request of the airworthiness certificate holder. The Minimum Equipment List and the letter of authorization constitute a supplemental type certificate for the aircraft.