Immelman

Thanks @Nukemzzz! Similar setup on my 66E, but different routing on the top hose exiting the engine, may explain why they are longer than spec. The longer routing is not necessarily better.... I see you have brand new hoses. Would you happen to know their lengths? Mine are aeroquip but the data tag has the length in inches embedded in it... 50, 53, 54... One more question if anyone can help: there is a heat shield under which the hoses pass as they go under the exhaust. Only one of the two hose has an adel clamp under the heat shield on mine. Do others have both hoses clamped there? I also see the old hoses nearly touching the lower cowl where its lip turns up, not good... the clamping job with whatever we replace with needs to be better, I think. Another really dumb question... I will back it up when I see my IA next week... is there an inlet and outlet to our oil coolers or does it not matter which wa the oil flows through? Trying to solve the hose length mystery here...

Amazing! Still swinging a Johnson bar! Not dragging it in with a 10-mile final, nice tight pattern. Looks like he is out of San Luis Obispo, CA. Congratulations, Captain Moyer.

My IA changed my external brake hoses some years ago, and he took care of that project so I don't have the paperwork with the lengths. That said, mine were original 40+ yrs old. We opted for the 'regular' kind. I look at this in terms of consequence. Losing brakes, or a brake, in a Mooney isn't that big of a deal. Losing fuel or oil is. But if you want to do teflon because you like it, why not?

Thanks, so my hoses go to the same spots. Now why are they different lengths than spec. One of the many mysteries of an old airplane! Thanks for the service bulletin. That appears to be how mine are routed.

Do you know if one goes into the accessory case down low... below the oil filter?

That's the plan, so I want to get it right! (I think those are 124-J hoses??)

That is helpful thanks!

Its time for new hoses to my oil cooler. Could anyone with an E or F with an IO-360-A1A help sort out a little discrepancy? PHT was called and said hoses should be 50 & 53 inches. That sort of looks like it agrees with the Mooney parts manual. But, the hoses on the airplane are tagged as 53 & 54 inches. Oil cooler is in its stock location in the front left cowl. On my airplane, both hoses come out of the accessory case rather high up, above and to the right of the left mag. I see some photos of io-360s with one of the oil lines coming back to the case lower, down below the oil filter. Maybe that explains the length discrepancy? Question: Is this installation correct? Can anyone chime in as to where your oil cooler supply and return hoses plug into the accessory case? In the pic I am pointing to one oil cooler hose, the other thick black hose is the other oil cooler hose.

Did you try bleeding from the flap slave up? If your pump was working/not leaking before, I would try that. Opening the pump opens more possibilities.

I usually lift the empennage a bit during walkaround by placing a hand under the tail cone... I seldom push the horizontal stabilizer much. Last annual: Inspector found up & down play in the horizontal stab. One of the "Big" bolts back there had wear. Glad they found it! Was not a huge deal to fix.

Ross is the expert.... But as far as bleeding, I had good success with a garden sprayer, plastic tubing, and pipe clamps bleeding from the slave cylinder to get the bubbles working uphill. A little overflow hose off the reservoir and pumped new fluid until no bubbles. But where did the air come from? Something is leaking...

Funny you start this thread... Annual last week. I grease the bearings. Re-install a wheel. Valve stem (on my airstop) cracks, whooosh. My old tubes were ~7 years old or so. I saw what you saw, airstops backordered. Shop lent me a used tube to get me back into my hangar. So I thought I'd try two new goodyear flght mates. First one went in okay, to replace the broken airstop. Second one: Leaked from valve stem on first inflation. Very frustrating. No external visible defects seen. I am pretty sure I didn't pinch it between the wheel halves, or some other bonehead mistake. Used talc, it looked good. Not happy... Now I wonder how long the first one will last. Not too thrilled with the experience. I have never returned anything to Spruce but will be trying to get my money back or a credit for an airstop...

Run a tank dry. Whatever is left is unusable. A great place to calibrate your fuel dip-stick from. I can assure you, since the fuel pickup screen is not level with the very bottom of the tank, there will be a little bit that isn't usable.

The altitude AGL is one factor, but the climb gradient to get there quite another. You could practice this maneuver from sea level, solo, and say "boy, that wasn't so bad". Try again with a full airplane, hot, high, or both.... To neglect climb gradient in thinking about this scenario is quite hazardous. What affects climb gradient? - Density altitude - Wind - Weight

What a waste of an airplane. If they're doing to destroy a Mooney, they might as well show the aftermath, and less of the "talent's" face. At least I had the volume off.

The best speed mod is a a few things.... An alarm clock. Doesn't matter which kind. You get up and leave a bit earlier... A well-developed flow of the tasks to get from the airport arrival to off the ground in minimum time without skipping anything important. This is huge. How long does it take to (safely) plan your flight, get your briefing, do the walkaround, load gear, start up, taxi, runup, off, and on course. Cruise climbing... And a similar set of efficiencies on arrival. Now I realize I am being a bit flippant, but I believe there is a lot of truth to it. You may get a knot or two here or there, or 5+ with an expensive 201 windshield, but the above mods will beat those.

Of the 4 big expensive aircraft I am type rated in, how many drop the gear on you automatically? Oh right, none of them. But you know what. This is why I pay for hull coverage. To transfer the risk to the insurance company. Maybe one day I will screw up and gear-up an airplane. I am not God's gift to aviation and I have not made my last mistake in an airplane. Do I ever want a gear up landing? No. But am I stressed out about it? No, they don't usually end in physical harm. So about that insurance.. SPEAKING of insurance, Avemco. Called back to see what other discounts could be applied. Now the quote is within $200. Then they start lowering your rate after no claims. Two years from now, Avemco is at parity with what my renewal came back at this year. "So if I had been an avemco customer 5 years ago, can you estimate how my premium would have changed in that period with no claims?" "It wouldn't have" Sees like it may be time to make a switch.

Good catch! The sump/finger screen gets pulled and inspected at every annual in my plane, as my IA has always done. It is fairly trivial to remove. A new gasket is needed. Re-safetying it after installation is tricky. I happily pay 10 mechanic minutes for that job.

Parker, is that 1 in 40 per year?

Robert, I did the same. A bit over 25% more for my airplane. One thing caught my attention in the Avweb video, the Avemco representative mentioned that after a few claim-free years they reduce the rate. By as much as 15%. Extrapolating, could it be that becoming an Avemco customer sometime in the next year or two will eventually result in a lower insurance cost? I wonder how their rates have fluctuated over the past several years?

Avweb recently posted a lengthy discussion between a few insurance brokers on the state of the market, I found it an interesting watch/listen: https://www.avweb.com/multimedia/aviation-insurance-expensive-and-getting-worse/

Thank you for that clear perspective Parker, amid my rant. Its still a bit of a bitter pill - this is basically up to what I paid as a brand new Mooney pilot/owner many years ago as a relatively low time pilot. This is a tough call, hull insurance or not, for the 2020 renewal. If I had a new engine/prop/panel/paint I would.... but I do not.

Its nothing we're not aware of, but looking year after year.... its more shocking. 3 years ago my insurance renewal was $695. Now almost double that. None of the increases were shocking, just a slow, steady rise. In turn, I requested a quote for liability only coverage, dropping hull. In my note to the agent: "13 yrs ownership, 0 claims, professional pilot, 6000+ hrs, ATP, CFI, class 1 medical, not of advanced age. I realize premiums are beyond your control, but sooner or later some push-back needs to start happening here."

I unapologetically do T&Gs in my Mooney. Its a perfectly fine and safe maneuver. ATP, CFI, 13 yrs Mooney owner.

What kind of quotes did you guys get? Stepping back and thinking about this I too wonder if the 175 is the right choice vs the one with a comm builtin and getting rid of the #1 nav/comm (KX165) and simplifying the installation.