cliffy

Tommy- Please get the help of a competent A&P to do this job. It is classified as "maintenance" and not "preventive maintenance" that an owner/PP is allowed to do. It does need to be signed off in the log book also by an A&P.

+1 for minor alteration and log book sign off for A&P if just added to lights.

THE ACCUTRAC MANUAL ALSO SAYS TO "BE ON COURSE" BEFORE YOU ENGAGE IT. sorry for the caps

Anyone going to the Mooney Flyer Summit in June at Paso Robles, CA? From what was written up in the current Mooney Flyer it looks to be a fun time. I used to spend time in Paso years ago. It's a nice place. The Hurst Castle is near by, Moro Bay, Cambria Pines by the beach, lots of wineries. Looks like they even have an F-18 driver for a lunch session and several MSCs for a round table. Who else going?

The reality of a C I've flown mine for 14 years and 1600 hrs. Yes I like it. Cheap way to travel. After years of reading this forum figure 140 kts TAS. Figure 8.5 to 9.5 GPH in cruise at 8000' to 11,000' 4 pax can be done but you won't like it for too long. I've had 4 in mine 3 times. You absolutely need someone who knows Mooneys to do the prebuy PERIOD! A good prebuy is an eyeopener for you and the owner! Unless you want to spend a lot of money for a few kts speed forget all the mods or buy one with them already installed. It's just bragging rights in the end. If you have to go faster get an E model. Stock C is the best bang for the buck.

To just change the battery only a log book entry is needed. Can be done by PP/Owner If weight change is greater than 1 pound a new W&B needs to be done by an A&P.

OK enough to convince me! No more flooded ones when this one dies.

In another thread some were commenting on long battery life with certain makes. I'm wondering if mounting location has an effect? I'm looking at 2 - 3 years per battery (with good servicing of water and alt charging correctly) mounted in the engine compartment. Those of you with longer battery lives where is yours mounted? Tailcone? I'm thinking heat has something to do with it.

It's the Genie coming out of the bottle :-)

Have you thought about making a small tank and bolting the sender to the side of same and watching the sender as you fill the small tank? Any square can would do. Paint thinner can maybe. Cut out the narrow side and make a round hole in the bottom the same distance up as the sender sits in the tank. Some jumper wires and the salvaged paint thinner to float the float and see what happens.

One of the better ideas to come down the road in a long while! Keep it going! Those round inlets look really cool.

Forgot to add An owner/PP can do the battery change AND sign it off per regulation but if it requires a W&B change of more than 1 pound an A&P must do the W&B paper work. Yes, the Feds don't think pilots can add and subtract.

Any change of more than 1 (one) pound requires a W&B computation done by an A&P.

If you are not familiar with it BE Careful! It has a couple of very small ball bearings floating inside for detents. Don't lose them. Also you can scratch the seal area on the OD of the small oring inside if you don't have the correct tool to remove it.

Bond, James Bond!

At this airport town is west of the runway but adjacent to it. Nothing on final either 33 or 15. 25 designated "for strong west winds only" for noise abatement over city and its short. No one operates on 7. CP for another company talked to the company landing the opposite way. Gotta keep our eyes open.

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?