Ron McBride

I have a 69F. The switch is adjustable in my plane. Get this fixed ASAP. Read your maintenace manual for the recomendation an how to adjust. The plane will need to be on jacks. Your A&P will need to help/supervise. Several years ago, befor I knew about this, I fly out of Grant NM GNT and could not climb with the density altitude and the gear would not retract. I had to push the nose way down to get enough speed to cycle the gear. It was scary. We used a pressure pump with an airspeed indicator attached and cycled the gear many times to get the proper adjustment. This should be completed every annual. Ron

The you probably have the 40:1 gears. Ron

Just out of curiosity does anyone know if a '74F has the 40:1 system or the 20:1 system? If any of you guys know much about the topic I would love to learn more. Thanks.... I have a 69F. I think that the 74 has the 20:1 system also. I converted mine to the 40:1 system. I prefer the 40:1 system. If you fl the 20:1 system, the gear feels violent on the plane, it slams up and down. Part of My landing checklist was to note the slamming down effect. The first time I drtopped the gear on the 40:1 system, I thought that we had a problem due to the lack of the gear slamming down. This has to be much easier on the gear system. Ron

I own my hanger and lease the ground from the County. I am also in CA. The County requires to be named as additional insured in my case. This protects them from liability if anything happens in my hanger, or on there runway. I have switched insurance companies, and neither company had a problem with this, or charged an extra fee. Ron

Michael I have a 69 F. I put in the 430W several years ago. I love it. I fly VFR mainly. Fortunately I don't have the low ceilings that you will have at RHV. I would suggest the 430W and use the value up in flying the plane. If you would like, we can get together and you can fly mine. This may help in your decision. If you do not put the 430W in, then the DME. The Early King GPS that are mentioned, I do not have any experience with those. Ron KMPI

I would suggest a wind turbine or 2 on the roof to let the ehat excape. You are going to need to have air come in, so that it can escape.All hangers seem to allow dust to enter. You could try to control some of this with weatherstripping. Most airports are dusty places. Ron

If I purchased brand Z electronics used, and there was an emergency AD note against these electronics, how would the manufacturer or the FAA notify me? IN my humble opinion, the manufacturer should inspect and repair, at a reasonable cost these electronics, so that I may be able to purchase and have them installed according to the STC. If you can sue Cirrus for flying your plane into a building or VFR into IFR, what would many widows do with an electronics manufacturer? Would you want to bye an electronic panel that has been submerged and not reinspected? I wouldn't. Ron

In 1980, I know of a 310 that was submerged due to flooding. The plane was completely reworked, new/overhauled instruments, vacuum lines, engines inspected, props every thing. This plane ate several owners to the poor house. I beleive that it is on market now. It is very low time plane for the age. After watching this one go to the detail that it went through, and then all of the headaches, I would not touch any plane that went swimming. This is just my humble opinion. Buyers beware. Ron

My 69F has some hail damage on the ailerons to. I was at Artcraft Paining in Santa Maraia CA. They inspected the plane and said that the ailerons could be bondo'd and repaired. I have had some A&P say no bondo and others say it is ok. They must be balanced again though. Ron

Check out the pictures of my panel. Pictures are here as N9154V. I have a 69F with an STEC 30 plus altitude hold. 3 buttons and the push to talk is on the end. This is on the original yoke. My plane is unusual as I have 2 Pilots Yokes. Ron

On my 69F, there are 3 sided u shaped brackets. I orderd more from Spruce, they were labeled for a Cessna, but looked Identical. Please see the link below. 1 in front and 1 to the rear of the seats. http://www.aircraftspruce.com/catalog/appages/cessnaseatstop.php - 3.6kb Ron

FlyDave Do you remember what MSC in the bay area did the Reskin job? Thanks Ron

My flight experience is different than most. My Dad was a pilot also. He had a Comanche 250 when I was 16. I was flying this with him at 16. I took my formal training in a C150. Loved it. When I had about 500 hours in the Comanche, Cherokee's and C 150's Dad purchased a 310. I have over 250 hrs in the log book for the 310 and maybe another 250 that I never logged. I stopped flying for 10 years. I did a BFR in a Warrior, the instructor asked me if I was sure that I was out of currency 10 years plus. Then I bought my 69F. This plane humbled me many times. I consider a Mooney harder to fly the the 310. I would not learn to fly in a Mooney, I would learn in a C150 or Cherokee. After you are licensed then learn and fly the Mooney. Do not learn to fly in the Mooney. And Yes, My Mooney is perfect for me. Fast 140 Knots plus on 9 to 10 gallons of fuel and a useful load of 1040 #'s. I live near Yosemite and fly out of Mariposa. Takeoff a depart over the Sierra's when needed. Beware of heat. Ron

Richard Check out at your local airport for recomendations also. After my Heart Attack and living in a new area, I picked what I thought was a good one, Pilot, Plane Owner etc., he did not help me, actually in his office charged me for tests that I did not need. My Application and info was incomplete, I feel that he should have said, when you have this and that, then bring it back to me. He actually tried to sell additional services. Last Year I had better referrences and a much better AME, he actually did try to get mine approved by calling OKC, the FAA said no on that and he sent all of the paperwork in for me, and then OKC mailed my 3rd class Medical about six weeks later. I will use this AME next year again. Ron

On my 69F, when they installed my EDM700, they used teflon tape. The tape is not compatible with fuel. It slowly came apart, clogged injectors and eventually the Fuel controller went TU. Whenit was rough, you would think that the pistons were swapping holes. Rebuilt Fuel controller and distribution block and reclean the injectors for the ?? time, All is very well. Ron

Kris Do you have any original pictures of N9135V. I would like to get a couple from you if possible. I am researching paint schemes for mine, as the N numbers are very similar, it may help. Thanks Ron N9154V@aol.com

In the 80's we had a 310 bead blasted due to EPA head aches in CA. It was a disaster. The company that did it did not know aircraft. They tried to pull the plane by the U shaped glideslope plane. The media got into the fuel tanks, We drained and filtered them many times, for probably about 2 years, every time you preflighted and drained the main fuel sumps in the engine cowling, you would have to pull it to clean it, The media would clog the drain and would not stop leaking. The vacuum system was clogged up, we had to replace many vacuum pumps and we installed prefilters to help stop it. The stuff was every where, hit a little turbulence and it floated in the nooks and cranies, and would start to plug every thing up again. It was several years, before we got most of it. I would bet that there is still some of it in that plane. But the plane was absolute show stopper. As 74657 said, it would ripple the metal, this was not a problem on the 310, but Mooney's ailerons and elevators, I would bet on damage unless they were real knowledgeable. Ron

When I had the Strobes installled on my 69F, they used a piece of pvc pipe as a conduit from the wing tips in, and then removed the pipe. This will have a lot less chence to strip the wire insulation off at each wing rib. Ron

I do owner assisted annuals on my Mooney. I have previously completed owner assisted annuals on a Cardinal and a 310. In my hanger, I remove all inspection panels, cowling(s) and the Interior. I lube all of the flight controls and hinges etc. MY IA will inspect the plane. We will do the compression checks together. We will take the plane to his hanger to swing the gear, inspect the brakes and repack the wheel bearings and time the mags. If there is other maintenance the the A&P must complete , he will keep the plane and complete those items. I will reinstall all of the interior, inspection panels and the cowling. Your inspector will allow you to complete what he is comfortable with. I supply the Mooney inspection check list off of Mooney's website. I also supply a copy of the AD Notes that apply to the plane. There are about 6 AD notes that apply to the Vinatge Mooneys. Yours may very. I try to have any supplies needed on hand prior to the inspection, oil, filter, air filter etc. I usually have a project at every annual to do. We did the 208A inspection one year, and then I repaired all of the fiberglass panels, Oil or fuel lines one year. I usually pay about $650.00 to $850.00 a year for the inspection and the work needed, plus another $100.00 to $150.00 for parts. If it takes special tools, we usually do those items in his hanger. Tools, that you may need, 1/4" and 3/8 sockets extentions and ratchets, Torque wrench. Combenation wrenches. An inexpensive cordless drill. I use a cheap Black and Decker for this work. My Dewalt tools get very heavy after a while. An assortment of screwdrivers. You will need an 7/8: deep socket thin wall for the plugs and a 3/4 open end wrench for the plug wires. 1/2 drive sockets are not needed. Ask all of the questions that you want, learn as much about your plane as you can. Ron

Throttle Quadrant became standard with Elec Gear and Flaps in 1969. Early J's still had the Qaudrant. I personally like mine. Some don't. Ron

I put mine in my 69F when the plane was apart for radios. I spent about an hour doing it. You will need to remove the window trims and the seats to do this. This would be additional time. Ron

What is the difference between a J and an Eagle or Ovation. About 1 foot of fuselage, and 2 more cylinders. I would guess that new airplane buyers want the G 1000 etc. A J might save 50,000 from an Eagle or Ovation. What is the difference between an Cirrus SR20 and a J? Not a lot, neither are selling. Only SR22's sell in a large number. The customers want high performance fast aircraft. If Mooney wants to servive and build planes, it needs a marketing department to compete with Cirrus PERIOD. Mooney is a better product. The 2nd thing that Mooney needs to do is update the manufacturing. Unfortuantely this also means that the new plane parts won't interchange as easily with the Vintage planes. Mooneys are hand built custom aircraft. As an example, not even the baggage doors are interchangeable from plane to plane, Serial # 5 and #6. Ron

My 69F that is stock, with elec gear, and flaps with modern electronics weighs 1682#'s. My usefull load is 1057#'s. With full fuel I can carry 673#'s of people and luggage. This will giveyou 5 1/2 hours of flying at about 142 Knots cruise. It is also for sale on Controller.com. Also check out some pictures here on MooneySpace. Ron

They have claimed that an F only has about 10 to 15#'s of sheet metal over an E. I just double checked my empty weight. It is: 1682.35 #'s. And yes my gross is 2740#'s. So at gross I am heavier, but I don't have to be. At my local airport, we had a short field takeoff and landing contest. My weight was approx. 2080#. My wife heard several comments, "That" was a Mooney. I was off the ground and stopped in about 500 feet. Scott, What is your empty weight? Scott, reread your POH. According to the Data that I have, a 66E has a VNE of 189 MPH. the newest E's only have a VNE of 200 MPH. Ron

As a thought my F only weighs about 1680#'s. I would bet that is comparible to many E's. I have a 69 F with a 200 MPH VNE. Ron