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Just called Lasor, its the same price as SW. They don't have their own design but may be someone should. $315 a pop

I wonder how much pressure actually runs through these hoses?

Ross, I have two clamps mounted with a standoff together through a single hole near the bottom and center of the firewall. At the top the clamps are mounted separately. I can't get to the center to take a picture but the clamp at the bottom is attached.

Thanks for the info guys. I didn't know it was torn until the lower cowl was removed. Surprise Surprise.

There is a oil cooler line holder in the center behind the engine screwed in the firewall. Looks almost impossible to get out. Anyone know how to get to this holder? Thanks

I need to replace ablack rubber duct between the lower cowling and the engine intake on a IO360 A1A. Anyone know the name of this part and know where to get a replacement? I don't see the part in my service manual. Thanks

After becoming airborn today I noticed my alternator indicator was slightly negative rather than positive in a 68 20F. About 8 years ago that meant my alternator was not working. I checked the wires connected to the alternator, and reset the breakers (none seemed popped). Can someone recommend a troubleshooting method? Can the alternator be tested without removing?

Anyone use the iPhone for cockpit interfaced recordings and video? What is the best way to connect?

Quote: Hank Oil pressure and CHT were both fine, but the Oil Temp would peg when the master was turned on, even when the engine had not run for several days.

Thanks for all the input. You never know when a condition may rise that you may have to run a tank dry. I've been flying a Mooney IFR for over 15 years and have not yet ran a tank dry. My IFR instructor owned a Mooney with over 5K hours and did it all the time. My attitude was why risk it. I've deadsticked a plane in before due to a blown exhaust valve and believe any emergency landing can be successful. An old FAA investigator told me many years ago there are 3 things that will keep you alive while flying, first fly high (more options and a lot of time for planning and troubleshooting), don't fly at night (can't see to land), last don't fly through thunderstorms. I came back from the West coast a few days ago, non-stop. I managed my fuel leaving 5-6 gallons on left and 6-7 on the right. I would hate to think that if I came in to land and had an emergency landing due to a fuel problem while in a bank and the POH had a run tank dry procedures it could be used against me. I have read many NTSB reports and in a problem described the investigator could report that the pilot did not follow the POH and had they, a fuel problem related to an accident described would not have occurred. I plan on writing a procedure to run my tank dry should I ever need use it. Another situation I see is if flying over forecasted IFR that turned to unexpected LIFR. I think I would run a tank dry to maximize my burn rate rather than land in LIFR. Of course it would be good to make a trail run first. Flying over open water is another flight I make about twice a year, offshore as much as 150 miles. Unexpected head winds could require maximizing the burn rate. I've always believed landing in water is much better than the ground especially around Southern Mississippi and Alabama where there are nothing but trees. I would choose open water any day. Oh yes, I have life jackets, emergency gear, and mobile waterproof elt when flying over open water. Actually I put the life jacket on as soon as I get over water. Risk mitigation was stated before and that pretty much sums it up for me. You never know if you might have to run a tank dry, thanks for every ones input I know I would be better prepared.

That sounds like a good plan. Does the fuel pressure guage drop in and out (assume out is low pressure) of the green arc? Or is it bouncing around in the green arc?

Thats interesting and thanks for the input. I don't run a turbo although I fly in high altitude alot.

I have never ran a tank dry in a Mooney. But, in an emergency situation, if the tank were ran dry and the engine quit how would it be restarted? After switching tanks with the fuel pump on, then see if the engine starts on its own? Or would the engine have to be started with the starter using a hot start procedure? Has any one experience this in flight?

I see, thanks for the information.

I notice several Mooney web sites sell a flap gap seal. Do all these sellers have an STC or is the STC from own person/place, or do you even need an STC?

If mounted under the dorsal fin it would be turned more hortizontal?

Any one know if the ELT antenna can be mounted on the inside of the plane?

I'm looking for 2 servos with part number 20413-X-X. Xs are numbers that is not of interest. Send me a private message if you have one or two you could part with. Thanks

The step does not make for an aerodynamic design when retracted. When extended the step leaves a big open hole that about anything could crawl up inside the tail. It would be nice if the step could manually be retracted in the hanger. Weight is always a big deal for me since I'm fully loaded with 4 passengers.

I need quantity of 2, BI-706 servos for my elevator. Let me know the price and condition if you have a couple. Thanks

Steve, Thats an interesting graph. I may get 2-3 kts improvement with the ram door open but not 5-6 kts from your graph. The increased fuel rate may explain the increase in speed and hp. I would be interested in seeing the graph after you lean it back out after the ram air. I always lean after opening the ram door and setting the prop.

The operation book says close in case of icing, not much on just water itself. Seems the air filter being just foam would be subject to water as well. Never heard of anyone having a water problem. I also close before penetrating clouds.

I don't make this a habit for the obvious reason but have forgot to close the ram door before flying through clouds.

Thanks for the info. You never can see the retractable step retrack. I pushed the step up inside and noticed the contour was a little ruff on the outside. I use the step all the time and would need something to get in the plane with. I think the weight is higher than expected, I'm guessing between 5-10 lbs. Mine is vacuum driven. A friend of mine owns a ~65 Mooney C and his is hand crank up. He explained that leaving down cost him about 5 mph. Another bug in this step is the opening it retracts into. When the plane is sitting the opening would allow birds or other animals inside. I'm not in a habit of opening the battery door up and inspecting the tail before flight but did notice in my last annual that birds had been in. I now have a towel covering the hole. Need a way to retrack the step while in the hanger but pushing it up to cover the hole requires opening the battery door.

I have a retractable step and thinking of removing it. Anyone done this? What would be the weight gain?