cliffy

The tail trim design was a result of Lockheed during WWII in the XP-90. Much after that the same design was used on the Lockheed U-2 (early models) and the Lockheed Jetstar corporate jet. But did you know Al Mooney spent many years at Lockheed back then ? :-)

Look at the play in the jackscrew itself AND the play in the steel bracket that attaches the jackscrew to the airframe - it has two bolts crosswise and their holes sometimes wear producing slop.

What ever you buy make damn sure you get a good inspection before you put money down An inspection by someone who knows Mooneys!!! Not just any A&P Too many new members here have disregarded this advice and been stuck with a very expensive first annual (as is the case with ANY make of airplane). At a min search here on MS for my recent post of a minimum pre-buy inspection guide.

Hey they stole my idea to match the panel of my Rolls in my Mooney!!!! AND ITS BIRDS EYE MAPLE !!!

I was told by Brittian that they use regular auto vacuum hose from the local PMA isle at Auto Zone Now mind you this was 20 years ago.

Does the copilot have to deploy it after landing or do you dance on the wing :-)

Using the fixed step is a Minor Alteration and only needs an A&P sign off.

I have the electric step (was a vanguard installer) and it works perfect. The fixed step is installable as it is already used on Mooneys as a factory part. It does however need the rear bulkhead reinforcement plate that will unrivet from the donor airplane.

Agreed but that is why they lowered the torque value IF one is familiar with how "stiff" a properly torqued bolt is then a hand check is OK. Ihav found them with lots of fore and aft play in that pivot bolt also

One needs to check the big vertical pivot bolt also for proper torque, wear and lube. Should be checked at 100 hrs/annual as per SB. SB has updated torque value also (lower than Maint manual)

If someone resealed the tanks make sure the outlet tube SCREEN is not covered with sealant. I've seen this before when tanks were resealed Once inside make sure the drain holes in the bottom of the ribs are not covered with sealant blocking water from moving to the low point in the wing (sump area). This is also a SB from Mooney.

Most if not all FBOs selling fuel drain their tank sumps every day and log that along with checking for water in the sample. Tanks and trucks alike. One of the items the FAA does after an accident (engine failure) is go back to the last place fuel was purchased and check the logs and test the fuel farm system. Does the FBO have the tank logs that show he did the inspections? Does he do inspections? Were the sumps of the plane drained effectively before flight? Have the orings on the tank caps been checked for cracks? When were they last replaced? Have the sump plugs now been removed to drain LOTS of fuel out to check for water and not just the little fuel stick tube? USE PROPER GROUNDED FUEL BUCKETS AND NOT A PLASTIC HOME DEPOT BUCKET!!!! Static electricity is generated by falling fuel and a plastic bucket!!!! Have long power run ups been done to verify fuel feed integrity now? We have the cart before the horse here right now.

I used the A/C 100 2 1/4"round in my D/C model with a Dynon HDX (NOT IFR) Works fine for the cost The install is pretty easy also. Very good VFR to light IFR unit The buttonology takes a little getting used to but not difficult. For heavy (low ceilings and many IFR flights) I'd spend the money for the Garmin JMO

What specific issues

Looks pretty good

As I said- Mooneys will die a lingering death as the supply of USED parts dries up. We are talkin about an entity willing to make ANY part we need NEW and keep the fleet alive. Used parts have always been in the mix Just not new parts that can keep the AOGs down. That doesn't take into account used parts that may not be viable like the rubber bellows between the carb and cowl. Ho many of those USED will be a reasonable replacement part? If not available the airplane is a paper weight until one is found that can be used - and at what cost? You still need some sort of Approved Drawings to go OPP. You just can't go out and make anything you want anyway you want. Manufacturers drawings, DER approval of design or, reference to some other "approved data" This is the area that is the biggest hurdle to OPP - the data to make the part to. Below I have attached an article written by Bill OBrien (long deceased) He was the FAA go to on many things OPP This article is somewhat dated but still the guidance is good Bill O’Brien, NRS Along with the pilot shortage and mechanic shortage there is also a parts shortage that plagues the general aviation industry. Because supply and demand are out of balance the cost of new and used parts seem to increase every day. Let’s examine the reasons why this is so. First, we have an old fleet. The average general aviation single engine airplane is approximately 32 years old. The average age of GA multi-engine reciprocating aircraft is close to 27 years old. The average age for the turbine powered multi-engine propeller driven aircraft average out around 19 years of age. So do to long term wear and tear the demand for replacement parts and large sub-assemblies is much greater today than it was even 10 years ago. The second reason is our General Aviation fleet has been well maintained over the years. So well maintained in fact, the average GA aircraft with a mid time engine and decent avionics has appreciated to two or three times it’s original purchase price and is still climbing. Yet even in that land of many zeros the older aircraft are still substantially lower in price than the cost of brand new aircraft with similar performance numbers and equipment. So the value of older aircraft in good shape are proven investments that over time has beat the DOW JONES average. So we have an economic imperative on the part of the owners to keep maintaining older aircraft in flying condition which increases the demand for replacement parts. The third reason is the increasing production costs to make a part. Today aircraft manufacturers are not making makes and models of aircraft in the same quantity they made them back in the seventies. So the production runs for parts are not as frequent and not as many parts are produced. In addition it is not cost effective for a manufacturer to make a lot of parts even if the unit price for each part is out of this world because taxes on maintaining a large inventory of parts would eat all of the profits. This low parts production keeps the supply of replacement parts low. The fourth reason is that some manufacturers would prefer that their older makes and model aircraft that they made a million years ago would quietly disappear from the aircraft registry. This retroactive birth control on the part of the manufacturers may seem not to make any sense until you look at aircraft market dynamics of creating demand and reducing costs. First , each older aircraft that is no longer in service creates a demand for a new, more expensive aircraft to take its place. Second, despite some tort claim relief granted to GA manufacturers in the early nineties, the fewer older aircraft there are in service, the manufacturers of those aircraft enjoy reduced overall liability claims and ever decreasing continuing airworthiness responsibilities. So how are we going to maintain these older aircraft with an ever dwindling parts supply when Part 21, section 21.303 Replacement and modification of parts requires us to use the Parts Manufactured Approval (PMA) parts on a type certificated product? Well, the same rule grants four exemptions to the PMA requirement. Before I segue into the subject of “owner produced parts” as called out in section 21.303 which is the purpose of this article. I would like to create a small uproar with this statement: “ FAA Airframe and Powerplant rated mechanics can maintain, repair, and modify parts, but they cannot make a brand new part and call it a repair.” Before you accuse me of losing dendrites by the minute, check out section 65.81 General privileges and limitations. The section talks to maintenance, preventive maintenance, and alterations but not to manufacturing of parts. Nor is it implied privilege in Part 65, because Part 21 section 21.303 says “NO PERSON” may make a REPLACEMENT part for a TC product unless that person has a PMA, etc. While I write this I can remember 25 pounds ago and when I had hair, I worked in the real world and I specialized in making engine baffles for Lycoming engines. Before someone accuses me of bureaucratic ventriloquism which is roughly translated as “talking out of both sides of my mouth.” My weak defense is, I made the parts because I thought I could.” It never dawned on me that I could not legally make a part. Some of you may be astounded that I make this confession freely. Its no big thing because I know the statue of limitations has run out years ago and a jury of my peers would never look me in the eye and convict me. So here is our problem that we must solve. Since mechanics cannot legally make parts for aircraft and aircraft need replacement parts, how are we going to keep the fleet flying? If we cannot find PMA, TSO, standard, or production holder replacement parts, we are left to make the part under the owner produced option under section 21.303(b)(2). However, we must remember that the part is for the owner/operator’s aircraft only and is not manufacturered for sale to other TC aircraft. To get through confusing regulatory policy with our pride intact, lets try the question and answer routine. (Note: This policy is taken from FAA ‘s AGC-200 policy memorandum to AFS-300 on the definition of “Owner Produced Parts” dated August 5, 1993) Question 1: Does the owner have to manufacturer the part himself in order to meet the intent of the rule? Answer 1: No, the owner does not have to make the part himself. However to be considered a producer of the part he must have participated in controlling the design, manufacturer, or quality of the part such as: Question 2: Can the owner contract out for the manufacturer of the part and still have a part that is considered, “owner produced?” Answer 2: Yes, as long as the owner participated in one of the five functions listed in answer 1. Question 3: Can the owner contract out the manufacturer of the part to a non-certificated person and still have a part that is considered “owner produced.” Answer 3: Yes, as long as the owner participated in one of the five functions listed in answer 1. Question 4: If a mechanic manufactuered parts for an owner is he considered in violation of section 21.303(b)(2)? Answer 4: The answer would be no if it was found that the owner participated in controlling the design, manufacture, or quality of the part. The mechanic would be considered the producer and would not be in violation of section 21.303(a). On the other hand if the owner did not play a part in controlling the design, manufacture, or quality of the part the mechanic runs a good chance of being in violation of section 21.303 (b)(2). Question 5: What kind of advice you can give on how a mechanic can avoid even the appearance of violating section 21.303(b)(2)? Answer: First, a mechanic should never make a logbook or maintenance entry saying that he made a part under his certificate number. This foopah will send up a flare and get you undue attention from your local FAA inspector which you could do without. However, the mechanic can say on the work order that he helped manufacturer an owner produced part under 21.303 (b)(2). Second, the owner or operator should be encouraged to make a log book entry that is similar to section 43.9 maintenance entry that states: The part is identified as an owner produced part under section 21.303 (b)(2). The part was manufacturered in accordance with approved data. The owner/operator’s participation in the manufacturer of the part is identified such as quality control. The owner must declare that the part is airworthy and sign and date the entry. Question 6: Is there anything else a mechanic must do? Answer 6: The mechanic must ensure that the owner produced part meets form, fit, and function, and within reasonable limits, ensure that the part does meet its approved type design (e.g. like looking at the approved data used to make the part). Then the mechanic installs the part on the aircraft, makes an operational check if applicable and signs off the required section 43.9 maintenance entry. Question 7: What is the owner responsible for, and what is the mechanic responsible for, concerning owner produced parts? Answer 7: The owner is responsible that the part meets type design and is in a condition for safe operation. The mechanic is responsible for the installation of the owner-produced part is correct, the installation is airworthy, and a maintenance record for installing the part is made. Question 8: How does the owner or operator get the approved data to make a part if the manufacturer and other sources are no longer in business? Answer 8: For aircraft that the manufacturer is no longer supporting the continuing airworthiness of then the owner or operator can petition the FAA Aircraft Certification Directorate under the Freedom of Information Act for the data on how the part was made. Or the owner or operator can reverse engineer the part and have the data approved under a FAA field approval or if it is a real complicated part, have the data approved by a FAA engineer or FAA Designated Engineering Representative. Question 9: What happens to the owner produced part on the aircraft if the original owner sells the aircraft? Answer 9: Unless the part is no longer airworthy, the original owner produced part stays on the aircraft. I hope that I spread some light on the murky subject of owner produced parts so the next time instead of saying to the owner of an broke aircraft: “Sure, “I” can make that part”, you will now say “Sure, “WE” can make that part.”

Not really. Just the start up costs to set up the PMA system and then engineer the parts from scratch, as we wouldn't have access to the original drawings, would negate any profitability even before the first part was started, with, in reality, what would be a market of something less than 7000 (because not every Mooney will need every part)- And, even a non-profit has to cover expenses Besides I'm way too old to start something like that. It is what it is. Pay the piper or sell out and buy a Piper (or Cirrus) :-) There are no viable alternatives

Its calle Its called "traceability" and PMAs And yes it is cumbersome and time consuming and costly to get the approvals And the market for the investment is only 7000 possible customers I see it took 9 months to get PMA approval for the SRS Beech skins plus 10s of thousands of dollars And the approvals came just last July. Learned something new. Up until then Bonanzas were paper weights if the ruddervators were junk. Less$$$$ maybe but still $7100 just for the part - A piece of stamped magnesium sheet metal If its so easy to make parts why did it take so long. ANY decent stamping plant should have been able to do it - right? If we don't have parts how will we get a "stretch formed" wing leading edge skin if we bang into a fuel truck? Who will pay the $$$$ involved to set up a PMA SYSTEM to stretch form wing skins for a few airplanes every year? How much do you think those would cost?

And the 8130 is signed by the 17 year old behind the counter :-)

Not needed Can be removed Probably can't get the shock itself anyway.

I have a question- WHAT'S THE ALTERNATIVE? Here we have a company that can produce any part we need for an orphaned line of airplanes-Mooney There are only about 7,000 of them left (and we kill dozens every year shrinking that field) We have another company stepping in to help US get the parts WE need from the sole supplier And all we do is bitch about it! SO, JUST WHAT IS THE ALTERNATIVE? Provide a viable LEGAL solution Don't just bitch about it! What if we CAN'T ever get any more parts? What do we do then????? Its a very small consumer base needing parts whose construction is tightly controlled by an outside agency- the FAA That equals $$$$$$$$$$ To make every part for every Mooney ever made TAKES THE ENTIRE ACTORY less the assembly line That takes money to support- more $$$$$$$ Have any of you actually seen the production facility in production? Minus the assembly line? Either you make parts there or you move it somewhere else - at what cost? More $$$$$$$ ALL airplane parts are priced at today's cost to produce a new airplane - NOT 50 years ago. Priced any new Beech parts lately? How many Bonanzas are sitting because of bad ruddervator skins? They can't get them. Our Mooneys will be paper weights or boat anchors if we can't get the parts we need The days of being Cheap Bastards is over. You want to fly a Mooney (or any other airplane) pony up to the bar and pay the bill. As I have said several times- we are flying antiques! They will eventually die a lingering death But without parts it becomes genocide!!! Suck it up folks - there is no alternative except to buy a different make airplane that is in production Sorry for the attitude but this bitching does nothing constructive for the situation we are in.

Many airplanes had 2 switches for mags way back when and Cessna 182s and others had a push button for start in the early 60s. Its nothing new and only a Minor Alteration to install proper parts Also you might get rid of the Bendix AD :-)

What’s going on with Mooney & LASAR — the straight story Hi Mooney family, We’ve heard the big question loud and clear: what the heck is going on with Mooney and LASAR? Here’s the answer. Over the past months, we've kept our heads down fixing the foundation—late nights in the hangar, sorting drawings, validating specs, rebuilding tooling, and re-engaging vendors. We didn’t go quiet because we didn’t care; we went quiet to get real work done. Now it’s time to talk about what’s changing—and why. LASAR didn’t set out to be a hero. We’re engineers, mechanics, and parts people—builders. When Mooney called, we answered. When the Mooney torch needed picking up, the hands ready to grab it were ours and those of the Kerrville team who’ve loved and built these airplanes for decades. Our vision is simple and stubborn: Mooney, by the people and for the people. We’re committing every dollar we can to one job: keep ’em flying—not someday, now. How we’re organized (clear lanes, one mission): · Mooney builds certified parts and stewards the Type Certificate. · LASAR distributes, supports customers, and supplements availability with additional and PMA parts where appropriate. · LASAR Aviation doesn’t manufacture parts; it’s the coordination and funding layer—the “plumbing” (finance, purchasing cadence, vendor onboarding, QA docs, IT, scheduling) that keeps the whole system moving. Plain truth: LASAR Aviation is the entity keeping Mooney funded, operational, and in the fight. One team, one mission: keep ’em flying. What we’ve been doing: · Working to stabilize the ship: AOG triage, quick wins out the door, weekly Kerrville+LASAR stand-ups. · Prioritizing the “grounders”: Identified the SKUs that park airplanes when they’re out of stock and locked specs, dates, and minimums. · Building the plan: Sequenced a Year-1 ~$3M parts build by safety-of-flight impact and lead times. · Tapping Kerrville know-how: Capturing invaluable knowledge and leveraging the know-how of a deeply dedicated team. · Tightening the plumbing: Clear change control, traceable paperwork, and purchasing tied to real shop schedules. What’s happening right now: · Long-lead materials & vendor deposits are being staged in the right order. · Portal V1 (inventory, ordering, certs) is coming online for MSCs with real-time visibility across Mooney and LASAR warehouses, predictable discounts, and AOG priority. · We’re modernizing the online experience for owners and shops so parts buying belongs in 2025, not 2005. The hard truth (and the necessary change): In today's dollars, too many parts leave Mooney below true cost. Every box like that drains our ability to keep lights on, retain talent, and buy material. That math doesn’t work for a week—let alone a decade. Effective immediately, Mooney-built parts will reflect a uniform 30% price increase. This isn’t margin fluff. It funds the basics that keep your aircraft supportable: · Materials that show up on time · Certified labor that stays · Quality systems that catch issues before they hit your airplane · Equipment upkeep so we’re not nursing machines past tolerance Pricing on supplemental/PMA items distributed by LASAR may vary by product; updated numbers will be clearly posted in the Portal and online catalog. If a price moves, we’ll explain why—in plain English. What comes next: · Expand the catalog (high-impact SKUs first) and publish target restock dates · Bring more machining/finishing in-house to reduce cost and time · Maintain a fair, transparent pricing model tied to real inputs and quality · Publish quarterly progress reports: what shipped, what’s in production, what’s next Your role in the story: Time and money aren’t on our side, so we’re funneling all profits back into inventory, people, and machines to keep Mooney afloat and moving forward. This community has always been Mooney’s edge. In the days ahead, we’ll share a simple, fair way for owners and partners to lean in and directly accelerate the ramp. Thank you for sticking with us—and for holding us to a high bar. This isn’t glossy marketing; it’s a promise: every dollar to the mission; every part to the fleet. Together with the Kerrville crew—and with you—we’ll secure the next 50 years of Mooney… one part, one airplane, one day’s work at a time. Blue skies, Brett Stokes and John Smoker CEO, COO, LASAR Inc.

The jungle store also has 2 different tire talc bottles for sale Both 1pound

You are correct that Johnson and Johnson baby powder is now corn starch Talc is available in the pharmacy if you look around or buy it from Spruce