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I know as a pilot we don't fly through towering cumulus clouds. But, when the clouds are small what is the limit on the height? I will fly through a towering cumulus cloud when less than 8,000 MSL. Sometimes its a little bumpy but never bad. What is the limit to fly through a towering cumulus? We never know what the updraft winds are on these things are.

Thanks for the information. The battery power has not been a problem. I unplugged the wires at the engine then turned on the master with the engine cold and the temp went to max. I shorted the wires at the engine then turned on the master with the engine cold and the temp was zero. Went I plugged the wires back into the engine then turned on the master with the engine cold the temp went to ~180 degrees. So I'm thinking thermistor bulb.

The wire used on my oil temperature gauge to outside the firewall is stainless steel shielded around an aluminum braided wire. Then that wire is housed in a cable with many other stainless steel shielded braided wire. This type of wire just doesn't break easily. They don't even cut easily, but there is always the first time.

I checked the wiring yesterday and all were connected. Thought may be one of the 2 wires going to the probe might of been too tight so reset some ties. Flipped on the master and the gauge read zero so I cranked it up and it immediately went to 200 F and 5 minutes later running about 17" of manifold pressure, the temperature maxed out. I'm think its a gauge issue now.

I will check the wires. Thanks all.

When the master was turned off the oil temp came all the way down. Then I turned the master back on and oil temp gauge went over to the max high temp. I will have to find a manual to check the oil temp probe tip location. I'm assuming it is at the oil pan area. Is it simular to the EGT tip? Chris

Coming back from Memphis today I looked down at the gauges and noticed the oil temp was maxed out. Oil pressure and cylinder temp look OK. To be safe I took it down to the next paved airport where nobody lives. The oil was a little low I added a quart. Did seem any hotter than usual. I started the plane after 20 minutes and it looked as though the oil temp may of dropped a little but was still high. I took off to the next airport and stopped again. Bought some oil and filled to 8 quarts. After about 45 minutes I started the plane and it was maxed in oil temp. I'm pretty sure its not the engine but the monitor. See attached image. Anyone have the same issue with this gauge?

Sven, so from the picture you posted, B would of been the correct. Picture B then add a washer or 2 under it.

Thanks Mitch.

Could someone explain the location of the access panel in the wings to inspect the vacuum hoses to the PC wing leveler. My manual is not very clear to the actual location. Thanks, Chris

From the other Mooneys on the field it look like image B is correct. I'm going to need to a tool to move mine around to verify. Your images are viewable on my PC. The side that goes to the bottom would be the dirty/rusty side.

I see, the collar may of been upside down. Looked like it was symmetrical. I will check, thanks.

Thanks for the info. I'll check Maxwell's site on the nose rigging.

Thanks for the information. It slid off as you described.

68 M20F useful load is 1042 lb. No A/P, manual gear, no mods.

Measure the distance in the old 4 donuts next time. I just had mine changed. I would like to compare.

I look under the plane and its not so much the individual pieces that make up the belly as it is the honking round head screws. Changing out the round head screws to flush mount screws would be a cheap mod for speed that the owner could do.

Was not the original pucks just replacement of the lord shock disks. There is a little play as in side to side in the steering horn. Tire is fairly new and the plane is flown at least once every 2 weeks. No vibration occurs until lift off then it stops after the gear is raised.

Anyone experience a front nose wheel vibration right after lift off until the gear is put up? I had my shock disks changed and never notice it before. Thanks ctr

Yes, I had one on the co-pilots side that was missing. I'll see if the pilots side will slide out. Thanks for the tip.

Thanks for the reply. My plane has a metal cover over the top of where the bolt you are referring to is located. The cover is blocking access to the bolt. The metal cover is thin but was welded on. Basically the bolt your pointing to is covered on all 4 sides with metal. I should of taken a picture.

I noticed on my main shock disk that there was a welded cover where the strut comes up at the top. The collar bolt that connects the strut holding the shock discs in place looks like it would be near impossible to access. Anyone know how to deal with this welded cap? There is a tab on the aft side of the welded cap that looks like it could bent up to access the bolt and nut but that would have limited work area. Should my A&P cut this cap off? CR

Send me a link of the ad. Chris

Mitch, do you know the difference between the sandwich permanent cowl (option5) compared to the permanent cowl (option 3)? What kind of cowl did you purchase? Looks like a Lopresti.

http://aircraftglareshield.com/mooney.htm