HRM

...but the Mooney ones are painted

The Brittain wing leveler is incredible--I frankly cannot imagine the plane without it. Makes everything better, especially windy, bumpy flights. I went out with a CFII for some IFR training and he said, "You have excellent rudder skills!" I almost never touch the rudder pedals, he did not know what a PC system was.

I was told to pull it off and take it to NAPA for a matchup. That just makes me a bit nervous, I'd sleep better with a $51 one from a air parts place--is there a difference?

Thanks for the pointers: 37A19773-376.

They can get gummed up inside. That's what happened with mine. As for where it goes, one of the answers for the myriad of tubes poking out under the fuse.

I thought that as long as you were not running in the red (tach) and CHT's were in the 300's you were golden.

Does anyone know what the P/N is of the alternator belt used in a vintage Mooney that was upgraded from a generator? I have a '66 E, the PO had an alternator upgrade done and my prop is being overhauled and I'd like to change the belt out while the prop is off. I think I heard that the alternator belt is just the same as the one the generator used, but I can't find it in the SMM or PM. Thanks, Harley

I have a PVC pipe with a slot. I put a cap on the end and added a lanyard. After two years of flying with it, I find it a bit of a pain. The device itself is a simple solution, but where to store it is not. The lanyard was to hang it in a convenient place, but just where that place is escapes me as I have tried many different ones. I sort of like the semi-permanant solution and I may make one that just stays in there. One thing I know is that it takes very little force to turn the handle and other than getting in and out, a 5"-6'' post would not be much of an inconvenience to work around.

Another negative to prop-pulling is that you may damage the vacuum pump. Once the vanes get set in their ways, they want to start moving quickly and in the right direction.

Quote: 1964-M20E Partial list of work done with the IA that I could not legally do myself Remove and inspect shock disc collar and bolt Check gear over center torques Replace fuel servo gasket

Here's my solution. Couple of rubber bands and an ASA VFR kneeboard.

Quote: 201er I'm curious if there is anything stopping a stray hand from accidentally retracting the gear while on the ground in the older Mooneys with manual gear? Some equivalent to a squat switch of speed probe.

Quote: Mitch Hi Matt. Just some additional thoughts for you with the battery replacement. Once you have the battery removed, look close inside the battery box for any signs of corrosion. If you do seen anything, go to work removing and cleaning the box throughly. This is a great place for corrosion to hide and ruin your box.

Quote: HootaCaroota In my opinion, covering with vinyl is a better choice than repairing and painting. Vinyl lasts a lot longer and looks better too. It stands up to UV rays too. Here's a site with pics of some nicely covered window surrounds: http://lcaero.com/InteriorBrochure.html If you poke around, they also list thier prices for new interiors. Pretty darn reasonable it seems to me.

Quote: markejackson02 I removed the plastic and used Bondo, then SEM specialty paints. Very nice results. Removing the interior is a pain/education, took eight hours to get it out, a week to paint everything at night and a weekend to reassemble with new screws.

Quote: JimR Baggage compartment and hat shelf complete. My original royalite in these areas was in very good shape, but everything was very discolored and the hardware was mismatched and looked old. It's amazing what a little bit of paint, some new stainless steel hardware, and a new windlace can do . . . Jim

Quote: N6843N I had an interesting conversation today with Brian Kendrick at Mooney. We got to talking about the PC system and I remembered this thread so I asked him how Mooney looked at the PC installation and he said it is part of the certification for the aircraft. So I asked him about it being inop, he replyed that it has to be operational for the aircraft to be airworthy, he went on to say if they get one in for an annual it has to be repaired to be returned to service. He also said the button is designed to be removed as a disabling feature incase of a falure. If you have an early model with the PC added after the plane was built the above would not hold true.

Quote: Dan Is it accurate to say.. Its a matter of time before Mooney tanks need to be stripped and resealed? Is there some percentage that escape this or do ALL vintage Mooneys need this eventually? A few of the planes I have been seeing tell me the tanks do not leak and have not been stripped. I think they will need it eventually? Thanks Dan

Quote: flyguy241 Somthing similar happened to my uncle and I as we flew into Chandler in the Phoenix area a few years back. He was in contact with Phoenix approach (VFR) when they handed him off to the tower, upon landing at Chandler, the Chandler tower informed him he had violated class D airspace (I believe Phoenix Mesa Gateway). They asked who cleared him across that airspace and he indicated Phoenix approach and they dropped the issue. I just wonder if you ask approach the question "am I cleared into class delta airspace" and they indicate "yes" are you then absolved of any discrepancies between the two controling entities?

Quote: airkraft HRM, Uh, yes, as I agreed with Magnus earlier in this discussion, an average of the four cardinal ground speeds is one of the best ways to establish true airspeed.

Quote: airkraft HRM, Maybe I missed something, but ground speeds are completely irrelevant to this discussion. Your GPS and the tracking services only know speed over the ground; not indicated or true airspeed.

Quote: JimR How did I miss that? I went to Oshkosh every year in the 80s from '82 on. I remember seeing Gene Soucy and Charlie Hillard do a nice low level aerobatic routine with a new 201 and 231. But I don't remember seeing a turbine Mooney. I hate it that I missed that . . . Jim

Quote: flight2000 Question for my fellow E owners. Is my bird that much more different in the fact that I can routinely get 155 kts indicated at 3500 ft and 25 squared? I haven't had the opportunity to go higher yet because of the shorter trips I've been taking and the class B that sits over my airport. The ferry pilot that brought up my plane from Texas in December told me he was seeing 160 kts indicated at 7,000 ft (he's a 201 owner). The only mods I have on the plane are the 201 windshield and the lower cowl enclosure (unless you count the GAMIs that are installed as a mod as well). I'm only seeing fuel burn around 9-10 gph so I'm not burning the tanks up seeing these speeds. Thoughts? Thanks, Brian '67 E Model

Quote: byrdflyr This is an exciting subject. I've owned my M 66 C model for 3 years and have logged about 220 hours. The positive control system never worked, and the step is wired in retract position all the time. I know that's two issues, but as both are vacuum operated, I thought they might be inter-linked. I have two questions. I'm in mid-annual right now, so it would be relatively easy to take out the p-c system components (rubber is obviously torn in places) and send them to Brittan for repair, and re-installation; or, just get rid of all of the p-c stuff and install a single-axis a/p? Also, will repair of the wing-leveler vacuum enable the retractable step?

Quote: mjc Yes, that's exactly it.