Immelman

Mine (66e, plastic) was falling apart, cracked, etc. I removed, put several fiberglass patches in it, painted, and that's held up well. Was somewhat of a pain to remove and replace, with the indicators.... but that is like so many other things in these airplanes.

I am wondering how fast your prop is actually turning. The mechanical tachs are not that great. I have an ios app "Engine RPM" that acoustically measures RPM which might be something interesting to compare to. There are also optical tachs which you can use which look out the windscreen at the prop and count RPM that way.

The concepts that are noteworthy to me. Also airline driver - It is easier, for me, to fly a good approach (precise control of heading/track) in our airplanes fast. Flaps up. Airplane is more stable, controls more stiff. If I am going to a long runway or will break out above say 500 feet I don't mind flying fast and dumping everything once visual. - This doesn't work well for a low ceiling/viz or short runway.... need to be ready to land.... - Some of our airplanes have a red arc prohibiting continuous operation at certain RPM...which can have a nasty way of coming up in these exercises

Gabe - was the job a full strip/reseal or a patch of areas that were known to be leaking? (I am also at WVI, you'll find me in A-3, and a United Flight customer). We've done several patches over the years but no full reseal. I am curious if the G100UL degraded your sealant throughout the tanks, went through a vulnerable area, or something else. Happy to chat in person sometime if we can find a mutually agreeable time.

Interesting to see sealant applied to the inside of wing skin. I wonder what the thought process was there.

ASRS this ASAP. You both screwed up, but the controller led you into it.

My answer is not listed: I still plan to try G100UL. But I'd like to learn more first. Look, my paint isn't awful, but it isn't great either. I presently have a small seep at two rivets and one access panel, within limits. Will probably correct at next annual. If I had a problem I'd finish the tank of fuel, sand/scuff, prime, and rattle can that thing and not lose sleep over it. So much other touch up has been done with a rattle can and came out fine. BUT, what I don't want is a situation where G1000UL compromises the tank sealant. A much bigger job.

The now-gone thread was picked up by Avweb which posted a link generating a wider audience. I appreciate the reports from the Mooney community, George's response, and the dialog to figure this out so we can use this product knowing all there is to know...

My sealant is still original 1966 and has held up remarkably well. Every few years I'll get a seep and patch it, and that's worked okay. Does the age of the sealant have anything to do with G100UL? I'm not well versed on what changes have been made to sealant since then.

I'm right there with you, coming from the flying an airliner thing for a paycheck. My Mooney is similarly equipped and looked like a King showroom piece in the early 90s. BUT, 3 things I come back to for my Mooney, should I upgrade it: 1) Vacuum instruments need to go 2) An RNAV/LPV approach is now the best approach (and often the only approach) to many GA airports 3) The ancient 6-pack of engine gauges and their associated plumbing on the wrong side of the firewall are ready to go

Larry - thank you, and I'm sorry that's happened. I think that's going to sideline me from G100UL. I've got a couple of very small seeps. Within Mooney service manual limits for airworthiness, but it would appear this will invite some paint stripping. My paint isn't the best, but it is sticking to the airplane with those seeps.

This question...... really depends on conditions. Will my E model climb out of Leadville, CO on a hot day with full flaps at high weight? Probably not. Will my E climb out at sea level, cool day, solo weight, half gas? Sure. Other models: Density altitude, weight, engine type, and so on....

Keep us posted! I'm very curious from those of you who use G100UL, and have small seeps, what the outcome is. Currently I have not yet put any G100UL in (but was planning to). I have a couple of minor weeps that are airworthy, i.e. a couple of rivets with a small amount of staining and a tank panel with a small seep. Could fueling with G100UL make those worse?

Multiple electrical issues would really concern me. It doesn't sound like a coincidence. Does your airplane have a volt meter? Can you see what your alternator/generator is putting out, without risking damage to other equipment?

My logbook shows 1697 Mooney landings. I estimate conservatively that half were tough and go, if not more. So 850, and counting, without incident. Including 2 the day before yesterday.

Here is what WVI sent to us https://files.constantcontact.com/8de5a020301/ed54fe6d-3e1e-4002-b1f6-e71e9170cf20.pdf?rdr=true I think the idea is to get buy-in from those based at fields where G100UL is launching. And a "please ask your manager to carry our fuel" note for the neighboring fields.

G100UL free STC offer extended to neighboring KWVI this week, my home field. I am going after it and looking forward to trying it out and seeing how things go. Not too enthused about more expensive gas, but I have been less than enthused about lead contact for a while now.

I put a fine wire spark plug in the bottom of my cylinder that was oil fouling a bit (and easily cleared with 2-5 seconds of runup at higher power than normal). 600+ hrs later..... AOK!

OP please ignore this if it is obvious to you but I feel it should be mentioned: The traditional style strobe lights like in your photos typically have a power supply that takes aircraft DC voltage, charges some sort of capacitor, and then creates the flash with a rapid discharge. So any strobe replacement with LEDs is not merely a remove and replace, you'll need to remove that power supply unit as well (mine were mounted to wing inspection panels) and run DC power straight to the new lighting. A weight savings!

3-5 days. For the repair, can’t speak to an overhaul time. Can’t complain about that! We’ll see how it goes, system is still en route to them.

An update: AWI in Minnesota quoted a reasonable repair estimate, and a reasonable cost for total overhaul, in case the muffler was not repairable. We are sending the system to them today. Part of my confusion here was that the person at my FBO doing the annual who made contact with AWI seemed like they got a confusing set of directions about whether AWI in Minnesota would repair it, or it had to be sent to Acorn in Canada....

Thank you! I’ve got a call into AWI hoping they can provide a reasonable repair quote. Or OH if needed.

Does anyone have a shop that will repair one of our mufflers? 66 M20E with the (original) exhaust system that joins the pieces together with bolts and springs. At annual we discovered one of the 3 bolt holes on one of the muffler flanges has broken. Previously we used Knisley Welding in CA who did great work for a reasonable cost. My IA told me that they were acquired by Hartzell..... as have been a number of shops, and that they apparently no longer do Mooney work, I have not yet confirmed this personally. Hartzell had previously acquired several other aviation welders... consolidation. The word I received was that under this Hartzell umbrella, the Mooney work was to be done by "Acorn" in Canada. Calls to Acorn to arrange for shipping the muffler go un-answered... I have thought about the power flow, and don't think a whole new system is worth the money. Any ideas of how to get this repaired? Or rebuilt?

That's an interesting thought on being kind to the wheel bearings on the mains. Hard to stop the nose gear though, but its being rotated back parallel to the axis of rotation so..... maybe a detour back to basic physics class is in order for that thought experiment! FWIW in transports the brakes are typically applied automatically to stop MLG rotation. No brakes on the NLG, they're stopped by snubber pads in the wheel well which makes an interesting noise for a few seconds.

Just my opinion: The arrow is a complete dog of a complex trainer. Don't go there. Your cardinal may do better. And I am not just saying that from a biased Mooney perspective.