Clarence

Let me get this right, we have people complaining about an AD and S/B which take a half hour to ensure the safety of your airplane. I would suggest that those who don't want to comply with the AD ask the FAA for an alternate means of compliance, and here it is: " remove the three passenger seats from the aircraft and return them to Mooney." In this way the only person at risk is the pilot. Once you fill out the compliance card Mooney can return the seats. In reality it costs many many thousands of dollars to own and operate our aircraft, will $50.00 really break any of us? Move on and be thankful no one was injured. Clarence Beintema Tri-City Aero MSC

I'm curious how many owners have complied with all factory service bulletins and service instructions? With us being up to only S/B 314A and S/I 118 its not really a huge task. Clarence

Looks like time for a more thorough inspection program on the exhaust system. Clarence

As a Mooney service center we will provide a electronic copy to any client who wants one with their completed annual. For anyone else ordering a reasonable amount of parts we provide a copy as well, it saves me doing the parts research for them. I would say that if your A&P or shop is charging a market rate, they should be able to cover the manuals. Clarence

I have to un-subscribe, this thread it just gotten too long..... Clarence

A good friend of mine flew his N/A RV6 to just over FL260 for a new Canadian altitude records many years ago. Have you ever looked at how small those wings are? Clarence

Hi Marty I just saw your posting and see that you made it home. I would suggest removing the cowls for an inspection of the new engine installation. A blown or loose exhaust gasket can cause a high CHT reading, evidence would be grey/white soot on the lower spark plug area If there was an increase in EGT first followed by an increase in CHT it could be a partially blocked injector. Remeber that everything was replaced or overhauled firewall forward with the new engine. It is possible that something has dislodged and blocked a nozzle. A small partical from a hose is all that would be needed to clog the nozzle. The nozzle is easily removed to check, call me or email me and I'll talk you through it. Clarence

Quote: jwilkins You did a nice job on the arm. A lot of thought and engineering went into the strap. Just to anyone else thinking about doing the same or similar, you should understand going into this that this does NOT meet the FAA criteria for owner supplied or owner fabricated parts, and, even when you do meet the criteria for owner fabricated parts, they are supposed to be installed by a licensed mechanic. If you have any questions read this article: http://150cessna.tripod.com/parts.html If you put a new OEM arm or a used serviceabe arm on as a replacement, done properly, no one would ever know that the part was replaced, so there would be no reason for anyone to look for a logbook entry. With a non standard part, it's pretty easy to see and might raise a question. Great job, nice looking part, but I'd put the OEM factory part back on if you ever decide to sell the plane. Most of us who care for our aircraft and take care of them tend to drift into some grey areas of owner maintainence. I'm really not tryng to pick on a very well done job, but this is posted where other people reading it might not completly understand the regulations behind 'owner fabricated parts'. Flame away if you choose, but let's provide the 'rest of the story' to people who might otherwise not know the regulations. Jim

Quote: mooneym20d Here's my recent experience. I brought my 1971 M20E into Flight Level Aviation (An authorized Mooney Service center) located at KOWD, Norwood, MA. I had a left tank leak. I told them I was quoted between $8000 - $10000 to completely strip and reseal both tanks. I was clear that any price above this would be unacceptable and I would be going to AirMods and Repair in NJ. I also elected to do only the leaky tank and asked that the price be between $4000 - $5000. The manager assured me that the tank would be done professionally and in a timely manner and at the cost we discussed. He said he had a "tank guy" in house. I dropped the plane off at the specified time and went to check on the status four days later. Nothing had been done. I was clearly upset and the manager was unsympathetic to my concerns, but, he assured me it would get done. I also had some work done on the cowl flaps (they wouldn't stay closed) and a vaccum gage problem. After two weeks, I figured they should've be done by then. Not even close. The strip job was "impossible" to them. They discovered some surface corrosion in the tank and the sealant was not coming off. I became concerned because I spoke with AirMods and Wilmar and they said, "If done right, the longest it should take to strip one tank is 5 days." I used this as a benchmark to check their work. I also mentioned the quote and he assured me it would not come in over budget. Long story, short - I got screwed! After a month, I picked up the plane, but they didn't have a bill ready for me. I was suspicious. When I got the bill, It was $9800. I was shocked. The amount of sealant in the tank was double the amount necessary and sloppy. It was splattered everywhere. They broke a push to talk switch, didn't install my pull ring for the fuel selector drain, the cowl flaps were worse (needed re-rigging, not a new spring and washers as they had said), didn't install interior panels correctly. And, for the icing on the cake, the sump drain had been sealed so I couldn't sample fuel from the tank they sealed. I paid the $7500 thus far. I will not pay them more. I would stay away from this shop.

Byron, Wouldn't a current maitenance manual be far more valuable than a current IPC? Clarence

Ned, Were the gear and the flaps up? http://groundspeedrecords.com/records/record%20light%20Mooney%20M20E%20202kts.htm

John, A great idea, could we also include a section on customers/ owners who are a really "Special" in both ways? Clarence

from the type certificate: 206. .......One, Nose Wheel, 4-Ply Rating tire (a) 5.00-5, Type III w/ regular tube ................................................................... 7 lbs. ....................... See Note 8. Clarence

Hi Seth, Do you still have the pump? Clarence

There were 355 Bravos built according serial numbers in the type certificate Clarence