cliffy

If you did your pump the last time maybe you need to reseal the flap actuator this time. It might be a good idea to replace the hose from the pump to the actuator also at this time as its as old as the airplane. It really a very simple system for any A&P

Its time to put it on jacks and not fly it until the problem is found.

Like for like part- Just check P/Ns and tracing back to the donor airframe (you have to have the tracing back to donor to qualify as an "approved part" for installation) Log book sign off only No different than a flap or elevator

Go to any salvage yard and get an F seat back Quickest easiest and probably lowest cost option Probably dozens available. Any upholstery supply shop has "foam and fabric" spray glue. Had to go back and reread your post to edit. Replacing the tubes with something else "may" present problems as they are not then "approved " parts. And since the head rest is an integral part of the lever arm of the seat back from top of head rest to hinge line in the advent of a crash- it "might" be an issue with your next annual IA to question if it was changed and by what approval.

Call me crazy but that is not the original throttle cable. And, it is far too gone for repair considering the consequences if it fails Two options: 1) McFarland and they will help with building a legal new one 2) Any number of aircraft salvage yards will have a workable unit but it will likely be an original type (not vernier) In reality one doesn't need a vernier type anyway as most flying is done at WOT on 4 banger Mooneys. A new one is a "cost of operation" in the aviation world.

We are basically one small ridgeline away from Mesquite, NV so we get a strong desert weather influence from the Las Vegas basin. 2900 MSL and as I write this it just stated the first snow in a year (very light). Quite pleased with the autopilot at this early time. Being a vanguard install some things needed to be figured out but overall for my needs (day, VFR ) it seems a perfect solution. Next week the weather will be better for my flying.

St George Maybe 2 inches a year and gone by noon :-)

Hasn't warmed up yet in fact 30 degrees this morning Brrrrrr! No cracks from the peanut gallery either. I live here to avoid the white crap!

Try a 1/4 - 20 bolt in it to see I think that is what it is. 1/4 National Coarse IIRC

I used to sell large industrial ultrasonic cleaners. Simple Green is a good soap to use (10% solution w/ water) Careful doing fiends jewelry- if its fake diamonds they may shatter. :-)

In reality if we did a study of airplanes at airports we'd probably find that the "active" fleet may only be 50 or 60% of the total registered fleet. With that in mind and extrapolating to only the MOONEY FLEET it brings the total number of airframes down to a point that it may not be advantageous for anyone to supply new parts or STC articles to such a diminished fleet size. As I've said before- we are seeing the September of our Mooneys an the sun will set on them. Just think, in 20 years the fleet will be pushing 80 years old. How many airframes will remain then?

Just did a tour of my airport outside tie down and half of the planes tied down are derelicts that will never fly again. Flat tires, cloudy windows, fabric hanging, etc.

Yup well known problem bleeding dual brakes. Our local shop spent 3 days on one last summer. I'll pass alone the good idea of blowing the shuttle over to them Thanks!

Here is a post from another site provided by permission by CST Flight Services (link at bottom if needed) For those thinking of flying outside the country and what to consider before you go- ( I have no connection with CST other than this article is very inciteful) I find it so distressing to see pilots get into trouble for things that were entirely preventable. The two biggest penalty case topics that we see pertain to travel documents and firearms. While many pilots rely on Dispatchers, ISP’s, 3’rd party Apps, spouses or “the lady back at the office”, it is the Pilot In Command (PIC) who will shoulder the bulk of the consequences. These consequences can range from significant fines and loss of Border Overflight Exemption and Global Entry privileges all the way to jail time. Remember, it is not just US laws that you need to worry about, foreign countries have their own laws that we need to abide by which can include their own APIS or pre-authorization requirements. Unfortunately, I don’t speak from theory, we keep seeing it happen and by the time the pilots come to us, there is not much we can do to help them. Submitting incorrect document information and the unauthorized carriage of firearms or ammunition on an international flight can be almost completely avoided at one single critical point in the flight, at the cabin door during boarding. Here are several common situations: • Carrying the wrong passport. This can be a spouse’s or child’s passport, a second passport, or an expired passport. If the passport that the traveler is carrying doesn’t match what was submitted in APIS, or matches the person presenting it on arrival, you have a violation on both sides of the border. • Updated passport. If a passenger replaces their passport and does not tell whoever presents APIS and/or the information in the 3’rd party App being used to submit APIS is not updated with the new passport information, incorrect data will be transmitted. • Forgotten passport. This can create serious issues on both sides of the border. • For private flights, there is little to remind/prevent a passenger or crew from unintentionally, or intentionally, bringing a firearm, or ammunition aboard the aircraft without the necessary authorizations. In many countries, the possession of ammunition alone can be just as serious as having a firearm and usually implies jail time. As a professional pilot, I urge all PIC’s to do the following three things: 1. Have a copy of the APIS manifest that was submitted and request that the rest of the crew and all of the passengers present their passports as they board the aircraft, and that the passport information is vetted against the manifest. This can identify most of the passport related issues listed above before the wheels leave the ground. 2. Ensure that you have the properly executed authorization forms or import forms if there are any unaccompanied minors or dogs on the flight. 3. Calmly brief all the passengers that the unauthorized carriage of ammunition and/or firearms could put them in jail for many years upon arriving at the foreign country. Ask them to please pause and think if they have ammunition or firearms in their bags, if their bags had been used in the past to transport ammunition or firearms or if there is any other possible way they could be knowingly, or unknowingly, carrying them. If there are any doubts, unload the bags and verify. If there ARE any weapons and/or ammunition being carried aboard, make sure that they exactly match the authorizations for not only the foreign country(s) but that you have a properly executed CBP form 4457 for returning those firearms back into the US. That includes the make, model, caliber and serial number of the weapons and the number of bullets or shells authorized. Remember that local laws at your intended airport of landing on your return to the US could also affect the legality of having that firearm on board the aircraft. While this is not an exhaustive list, it covers the most common issues that we see. Identifying and dealing with issues needs to be done before the wheels leave the ground, otherwise, the resolution options become very few and the consequences very great. Remember, as PIC you are legally responsible for any errors, or omissions, made by passengers, or dispatchers, which could seriously affect your job and your life. This not only applies to professional pilots but to owner-pilots as well. There are so many variables to contend with while planning and executing an international flight that it is very easy to overlook these issues until it is too late. We strongly recommend maintaining clear and consistent communication with passengers throughout the entire trip planning and execution process. From the initial planning stage, ensure that they are informed about all entry requirements for both the USA and their international destination(s). Providing clear guidance early on not only helps passengers prepare but also ensures there’s enough time to secure any necessary permits, preventing last-minute issues and delays. Clear communication keeps operations running efficiently and ensures a smoother experience for everyone. _________________ Rick Gardner http://www.cstflightservices.com

Just an example of what can happen- Boeing 737-200 KMDW I was above the cloud deck outside the marker, crossed the marker and entered the clouds. From this point on ice gathered at a high rate. Of course the anti-ice was on. The windshield wiper nuts were building up a thickness of ice (the way to check icing on an early Boeing) In 1 minute the HEATED windshield was getting thick ice stuck to it Power was moved up to maintain airspeed Power went to 150% of normal to stay at speed (6,000 #/hr to 9,000 #/hr) The decision was made that we were not going around on this approach due to too much ice on the airframe. Once on the ground the flaps were not retracted as the spaces between the flap slots were packed full with clear ice. 3 inches of ice was attached to the landing gear This all happened from inside the outer marker to the ground 3-4 minutes in the clouds. NONE of it was forecast or reported by earlier traffic. So those of you who fly a lot of IMC in cold weather take heed- it could happen to you.

Too install the cover over the jackscrew is not a big big deal but will require using a short 2x4 under the jackscrew (between the last fuselage bulkhead and the tail bulkhead) to hold the tail in a position to work on the jackscrew. Make sure you have some way to locate how far "out" the jackscrew is when you remove it or your stab trims settings will be wrong if for some reason the screw gets moved even half a turn. While you're there check the wear in the link that connects the aft end of the jackscrew to the rudder bulkhead. Lots of times there is wear in the bolt hole but the link can be turned around and the hopefully unused holes on the the other end can be used to eliminate the slop.

Maybe a picture of the doubler for general shape and size and going to 43.13 for the specifics on sheet thickness and rivet spacing would affect the "repair" appropriately. Even if a crack is not visible yet, it is still a repair. "Repaired bulkhead at flap attachment location with doubler- etc etc" Accomplishes the same thing as the kit does.

JMO so take it for what its worth after 60+ years of playing around ice in airplanes of all sizes. It all comes down to a personal choice of safety margins after the legalities are considered. "Made me nervous" would be enough for me to clean it or scrub the mission. There was some drag there also. How would that affect the stall characteristics/ Stall speed? Then again many fly through all kinds of weather in icing conditions in Mooneys with nary a thought Many have flown in icing conditions and picked up ice with no ill affects which only leads to greater tolerance of those conditions the next time until ? We've all seen pictures posted here of Mooney wings covered in ice after landing- does this contribute to a more tolerant attitude toward icing condition than is warranted? Especially for those with less experience in flying than others? Having experienced unforecast "severe icing" a coupe of times in Boeings (3 inches or more in 3-5 minutes) I'd hate to see the aftermath of that happening in a Mooney. "Made me nervous"? YUP That would be enough for me JMO

Some of you here are way beyond the norm while the rest of us are still hammer, tong and forge!

Actually I like Oshkosh better but that's me Shields up for the incoming Photon Torpedos :-)

The airplane should have solid nose gear rods in the wheel well. Sometimes they are replaced with the spring ones from the electric gear airplanes (not really legal) but in any event a full lubrication and rerig goes a long way (especially because it has sat unused) to a smooth gear operation Make sure he has the tools to do the "over center torque check" Nothing else will substitute period! And he knows how to do it. The mains are adjusted first and then the nose gear rods are fitted per the book or else you are wasting your time. If you adjust one rod they all need to be rechecked because one affects all the others!! Thick carpet on the nose wheel well between the handle and the wheel well can make it very difficult to secure the handle in the DOWN gear position. Thick carpet on the floor can make it almost impossible to latch the gear in the UP position The dust boot/mouse boot at the base of the handle can bunch up and prevent easy actuation of the gear. If its on jacks you try it and see if it feels any different than it did airborne. If it does maybe you were just going too fast :-)

I mentioned this somewhere else but in a couple of months there is a utube channel "The Motor Oil Geek" that is going to put out a video or 2 on aviation oils. He is a degreed Lubrication Engineer and has many many videos on car engine oils and additives He does it all from a scientific stand point with nothing to sell You might want to check his channel out I find it very informative.

It can be done but it takes a lot of practice and it has big risks with our Mooneys and their narrow turning radius BIG RISK! We used to push airliners that way with 40,000 pound tractors and only a few of the mechanics had the ability to do it. I even did 747s that way with a 125,000 pound tractor. Maybe 1 out of 3 could accomplish the task. And this is with professional mechanics. You're not alone. It may never happen Make a different plan. You would be much better advised to remove the snow plow and have a hitch on the front end, MUCH MUCH EASIER but still has the risk. We all know of Mooneys who's nose gear was almost or was torn out by using tugs to push them even from the nose of the tug I even know of a local Comanche that its nose gear ripped clean out by using a tug to move it, Twisted it right aaprt. BE CAREFUL!!!!

Its only good for "your" airplane. The DER has the rights and knowledge and can repeat what he did for others I'm sure for a fee. You have to remember its OPP not for sale to others or other airplanes.

I'm going to add again- If gears are the issue one can always hire a DER and make their own gears. All it takes is $$$$$$$$$$$