cliffy

Nobody is biding Hmmmm

The short and long answer is NO, you can't use car seats anywhere in a certified airplane as a replacement seat (unless it has an STC or other approval). Seats meet certain certification criteria and are approved by the FAA upon certification of the airplane they go in. Rebuilding your seat is the best answer as long as you stay within the guidelines (read rules) for fire treatment of all the materials involved (foam, cloth and coverings). You can have an auto upholstery shop do the sewing if you want, Make sure you have the correct burn certificates for all the materials for the log book entry.

try searching for anything by Clay Lacy he does most of that stuff

My 64 is actually a D in Cs clothing! It got a prop and suck-m up gear the first year it was out s/n 234

I also have a complete AD list and ADlog with the log book pages noted where the AD is complied with. A sign off should include the method of compliance and not just "complied with". MB65E if I could please add something here on the oil pump AD - I too had a 2 piece housing with aluminum gears for many years after the AD and only by finding the AD "Preamble" that is not published with the usual AD sites was I able to determine that it was specifically excluded (and noted in the preamble) from the oil pump AD. No where in the body of the AD does it address the 2 piece oil pump, ONLY in the hard to find "Preamble". I did change it out at overhaul just because it was original to the 64 engine. You can feel the cotter pin holding the shaft through one of the mag mounting holes, ), it's still legal from what I can determine. Below is a clip from the AD "One commenter states that the AD omits a required modification of older pump housings, as referenced in SB's 1164 and 1341. The FAA does not concur. The earlier configuration incorporates a fixed shaft and cotter pin with a different aluminum impeller. That configuration is not affected by this AD. The FAA has clarified the applicability of this AD to state that only aluminum impellers, P/N LW 13775, are affected. Some commenters state that only aluminum impellers, P/N LW 13775, should be affected by this AD. The FAA concurs and has revised this AD accordingly. " I know this is "old news" I just wanted to clarify the point.

Lots of hours don't mean squat. All mine mean is I was lucky and sat in a cockpit and starred out the window. Real flying is 6000 feet in the Mooney with the wheel in your hand. Playing with crosswinds and weather that are no problem for a Boeing. Flying 1000 miles with the radios off and using pilotage only. Landing at small out of the way airports just to see what's there. Flying around the LA basin VFR, this is the stuff that builds confidence. All you guys with lower time don't sell yourselves short. Be careful, pay attention to the basics and enjoy your Mooneys. Just always remember that the accident rate goes up until you reach about 1200 hrs then it starts to taper off. Be careful and have fun.

20,000+ TT @14,000 Jet 1300 M20C Now only M20C and enjoy every minute of it!

Here's a link to a good article by LASAR http://www.lasar.com/sales/buyers-guide.asp

http://www.amazon.com/Purchasing-Evaluating-Airplanes-Brian-Jacobson/dp/0965364089 Suggest you get this book shipped over night and read it before you buy. I have it and it is good. MAKE SURE YOU GET A TITLE SEARCH BEFORE YOU BUY No exceptions. Sounds likely you may have found a good one but you have to do your homework before you buy it for your own protection.

Forgot to add questions to ask: Who has done the last 3 annuals? Mooney service center? When were the gear rubber discs put in? How long ago? When were the rubber hoses for the engine compartment replaced? Oil cooler lines, oil pressure guage line, prop control oil line! this is an important item!, brake line hoses, etc. How much has it flown since the overhaul? How much in the last year or two? Where has it been sitting, what airport (by the ocean for corrosion)? How complete are the available log books and what do they say? With all the mods and accident history this is where you must consider a pre buy at a service center! Reading these log books will not be a job for an amateur or relying on someone connected with the airplane (broker, current maint shop, owner, etc.)This is where the rubber meets the road for this airplane, log book history. It can make or break you if you don't do it correctly. Again Good Luck I hope you have found a good one as you will really enjoy it if you have.

Looks like a nice airplane. You can't have all that stuff installed for the price for what you can buy a comparable C model airframe for and do the work. With the missing logs that should cause a reduction in value. You have no idea what the airframe went through before then, flood, severe damage, etc. Make sure you get the FAAs file on 337s and such before you buy to compare to what log books are there. The FAAs records may go back futher than the current log books. I would also very seriously consider paying for a pre-buy at a for real Mooney service center considering the log book issue. You will be money ahead for doing that. It will come back to you when you decide to sell the airplane (having had a clean bill of health by a service center considering the log book issue)and if something does show up you have reason to negotiate or drop out if you want. One thing you can check when you see the airplane is go to the elevator and see if the tip of the elevator can be wiggled up and down or fore and aft, or if it makes any noise when you do this. If it moves at all it means the tail bushings are worn and need replacing. Easy for you check even if you are not a mechanic. If the pre-buy goes well make sure with a test flight everything works as it should, especially the auto pilot, radios and all electronics. Does the auto pilot couple to the radios in all modes as it should, etc. Leave nothing to chance or guess. It must all work correctly, period. Every control.switch and lever, period! Make a list as you go so that you make sure you test everything. Trust no one (except the service center), verify everything. Good luck, you may have found a good one.

You might find a leather belt at Wally World that could be cut to fit $10?

Now this could turn out to be a great project. Very interesting and long over due for our Mooneys. No reason why it can't work and work well. Good luck to you!

UPDATE UPDATE Just talked by phone with Chris from Navstrobelighting- He says- NO, they are not legal yet on certified aircraft. He has filed all the papers to make them compliant but no word back from the FAA yet NO they are NOT "Standard Parts" as described in the AC as there are no Standard Part Designs Approved for LED Lights YET. FAA say they are 2 to 3 years away from that. He says that he uses "standard parts" in his adds in a very "liberal" sense? It's up to who ever installs them to make sure they are acceptable. SO, for those who have them installed, you need to make sure they are acceptable to your local FAA FSDO office or else remove them and install the original bulbs. You don't want a violation if seen by our "friends". I hope this clears up any confusion.

philplane Your last paragraph is exactly as my discussion went with the Feds today. Regardless of what the claims are, they are not "Standard Parts" unless documentation can be provided to the contrary. The lights might meet the requirements of the AC in light performance but they are not exact DUPLICATES of a national standard for construction so that anyone competent could reproduce them (as required by the AC). As you state, there are no national standards for LED light bulbs there for they are not standard parts by definition. The AC goes on to further state that if a product complies by "performance" alone THEN FAA approval must be sought. I am still waiting for Chris to explain how they comply as a standard part. I really do hope he can.

amigone? Not quite sure what you are getting at with your post Clarify please

Letter sent to Chris also asking for clarification

Frankly I like them too, but, they can't be "Standard Parts" by definition without supporting documentation. I have tried to contact Chris and have not received any call back from my message yet. I will keep trying. I have contacted 2 FAA FSDOs and both have said that they feel they are not legal to use on certified aircraft. Even night, VFR on home-builts is suspect with them at this time. They feel without any supporting evidence that the lights comply, they are not legal yet. The claim that they do is not enough. They have contacted the FAAs Resource man in this field for his take as they say there might be some obscure or arcane letter to support the standard part claim that they do not know about. If any of you who have installed them have any paper work from the company other than the claim that they meet the criteria, would you be kind enough to post it or email to me so I can continue the search. Was there any markings on the parts themselves that say FAA_TSO or any other markings? Does the paper work that comes with the kit have anything?

Here's the rub- If you, as an owner, replace the bulbs YOU are required to sign off the work in the a/c log book. If an A&P does the work HE is required to be certain that the part he is installing is LEGAL to be installed and then sign off the log book. The link to the company has NO contact information available. No address, no phone number, no nothing! The only thing I have found is that the company "says" it complies and can be installed. NOT good enough for me. Now, as to- "Given all the other semi-legal stuff the rest of you guys have done" PLEASE don't even go there. If the Feds ever have an occasion to look at you, you don't want to be semi-legal.

I would still like to see the 337 and the FAA response when 1 copy is sent in. Standard parts do not need a 337 to install. I have tried to find any contact information for Navstrobes. No address, no phone number, no nothing can I find. Can anyone provide such contact information? I will contact the company and get their side of the story and then I will contact the FAA to get their side of the story. No more guessing and conjecture From what I see, it is only 1 person in the company and selling these lights by what is said on the website. Lets get to the bottom of this. Someone find me a contact and I'll do the calling and report back.

yup wrong terminals!

Standard parts MUST conform to an industry or US design standard (AN bolts for instance). LEDS (unless approved) do not conform to an industry design standard- they are unique in their design even though they do the same function. Below is a cut from AC 21-29C on how to determine unauthorized or bogus parts. The full AC link is shown at the bottom. (8) Produced as standard parts that conform to established industry or U.S. specifications (refer to definition in subparagraph 3l, Standard Part). NOTE: Standard parts are not required to be produced under FAA approval; therefore, it is incumbent upon the installer (and the producer) to determine that the part conforms. The part must be identified as part of the approved type design or found to be acceptable for installation under part 43. Refer to the AC 20-62 for additional guidance on this matter. http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2021-29C%20CHG%202.pdf

Are you installing the sender in the correct orientation with the tank and the float hanging down in the "empty" tank position? Just a thought :-)

The zero point for the stabilizer/elevator is in relation to the zero point for the thrust line. The skin lap on the aft fuselage side is the zero thrust line. The aircraft is leveled fore and aft by this line. The elevator travel board is put on the elevator and the elevator is trimmed "aircraft nose up" to 3 1/2 degrees. At this point, the elevator will be displaced from a "trail" position in an up elevator position. This is the elevator setting at the bungee zero spring travel setting. It is adjusted by tightening or loosening the nuts on the bungees.

Here is everything you ever wanted to know about nav lights and TSO approval and compliance. Also, Aveo Engineering spent a long time getting their LED lights TSO approved. I looked at them several years ago and when I saw they were not TSO'd I didn't put them on my Mooney. Now that they are TSO'd I might, as they are pretty good looking and way bright. I've seen them on experimentals and they are bright even in daylight. In addition, the owner of the airplane is responsible for the maintenance being done on the a/c. Per FAR 91.403 § 91.403 General. (a) The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter. Part 39 deals with complying with ADs. Here also is a link to the AOPA web article on Owner Performed Maintenance. Note that it includes the requirement to sign off in the log book any "Preventive Maintenance" that you do as and owner of the airplane. http://www.aopa.org/Pilot-Resources/PIC-archive/Aircraft-Ownership/Preventive-Maintenance.aspx TSO-C30 http://rgl.faa.gov/Regulatory_and_Guidan... ADDED; See the following : Title 14 Code of Federal Regulations (14 CFR) Part 21, Certification Procedures for Products, Articles, and Parts. http://ecfr.gpoaccess.gov/cgi/t/text/tex... Advisory Circulars 20-110, Index of Aviation Technical Standard Orders http://rgl.faa.gov/Regulatory_and_Guidan... 20-41, Substitute (TSO) Aircraft Equipment http://rgl.faa.gov/Regulatory_and_Guidan... 21-43, Production Under 14 CFR Part 21, Subparts F, G, K, and O Orders http://www.faa.gov/regulations_policies/... 8110.43, Joint Technical Standard Order Authorization for U.S. Article Manufacturershttp://rgl.faa.gov/Regulatory_and_Guidan... 8120.20, Production Approval Procedures http://www.faa.gov/regulations_policies/... 8150.1, Technical Standard Order Program http://rgl.faa.gov/Regulatory_and_Guidan...