Sabremech

Well, it's not how it should be. I found mine when I couldn't get it to idle down and found a similiar clamp arrangement as yours. My throttle cable was slipping in an oil soaked clamp. I think the bracket you need is P/N 660044 which will pick up two of the studs from the prop governor and then one clamp to the throttle cable. I'll post pictures of mine tomorrow as it's fairly new. That switch is definitely in the wrong place. It belongs inside the cockpit and the roller is actuated by the throttle cable through a slot in the cable housing. Again, I'll post a picture as that will show it better than I can explain it. As an A&P, I'd recommend you install the correct parts and move the switch to where it belongs. The manual isn't very clear on these items, so the pictures I'll get tomorrow should help you get it back to original. Hope this helps!

Mines a 66 M20C also. That switch should be mounted inside the cockpit behind the instrument panel on your throttle cable. I'll get a picture of mine as I recently rigged it to get the gear warning to come on per the book. Your throttle cable in your picture appears to be incorrect. much like mine was. I'll take a picture of the bracket and how it attaches. I have an idea where that hose goes, but I'll get pictures of mine for you to compare.

What year M20C? What's that hose connected to on the other end?

This is a case where the owner is liable if it's installed under the provisions of owner produced parts. The A&P or IA will sign it off as an owner produced part and release himself from liability (Not always the case if it ends up in court though). The parts aren't just expensive because of the certifcation process, but the legal and liabilty side of it when you go to sell the parts. The insurance rates are extremely high for people in the business of manufacturing aircraft parts. It all ads up to expensive parts.

Hi Jgreen, The parts issue you have is the exact reason I started my new company three months ago to produce obsolete or hard to get aircraft parts. I'm always looking for new parts to manufacture where there is a real need. I'd be more than happy to help get your Mooney back in the air. If I can help, e-mail me at david@vintageairworks.com or call 262-914-9589. Thanks, David Staffeldt Vintage Airworks LLC www.vintageairworks.com

Has anyone installed a Mitchell Instruments 6 pack modular gauge in your pre J Mooney? If so, what did you use for the approval to install the fuel quantity gauges? Thanks

Will be camping in The Warbird camping area. Will be there the whole week. Have at least 4 of our Warbirds coming up. No problem getting out with your plane on Friday. Lot's of volunteers to make it as simple as possible. I think a Mooney get together sounds like a great idea.

Yup, I think I got it now! Thanks but no thanks! I can't see contaminating a perfectly good oil with ANYBODY'S additive!

The outer wing is an easy area to inspect. Sholdn't be a problem varifying that it's in airworthy condition.

Absolutely! Mine has had the the last skin at the wing tip replaced at some time in it's life. I wouldn't even consider it as a deduction in the value of the airplane. I don't put as much emphasis on the marketing term "damage history". You'll find plenty of different opinions here, but as an A&P/IA it isn't that big of a deal.

As an A&P/IA, I feel it is part of my profession to pass on reliable and factual information to potential airplane owners. That is my point of posting in this thread. I don't proclaim myself an expert, but can give you facts straight from the FAR's, AC's etc. Everyone ultimately chooses their own airplane for various reasons. Don't let the myth of damage history be an automatic disqualifier. Look at the airplane that is in front of you today and evaluate it on it's present state of airworthiness. A good A&P or MSC will be able to give you a good idea of the airplanes current condition, which is more important than it's past.

A gear up does not mandate that it be classified as a major repair. Do you know where in the FAR's that it classifies what is major or minor? I'm interested in hearing your opinion as to whether you think a gear up takes value or adds value to a Mooney and more importantly, why?

Allsmiles, You still fail to understand that the word damage is negated by maintenance.

Hmmm! I don't see a difference between maintenance and repairs. If I'm repairing something, I'm still doing maintenance and if I'm doing maintenance, then likely I'll be repairing something.

You can give it a try! That only deals with who is paying for the maintenance not the actual maintenance we are discussing.

Allsmiles, Why does it matter? I'm only concerned with what is on the airplane right in front of me. Do you want to know how many tire changes have been done, brake lining replacements, etc? If it meets the requirements of the TCDS, the rest is good bathroom reading material. To answer your question, as an A&P/IA, I don't have to write in the logbook why I changed the aileron. It isn't relevant and not required by the FAR's.

Allsmiles, I bet you won't find much detail in the logbooks at all. You'll have to go back and dig through the workorders and then good luck finding those as they're only required to keep the last 2 years worth of maint. Have you looked at the types of entries made in logbooks 30 years ago? Can you even read some of the hand writing?

In the grand scheme of things, it's maintenance regardless of what happened. By some peoples account running my Mooney wing into the hangar wall is considered damage history. So I hang a new aileron on it and sign it off in the logbook. Do I sign it off as replaced aileron due to running it into the hangar wall? No! It all boils down to replacing parts and returning the airplane to airworthy condition (meets the TCDS). What does it matter if it has a one piece belly installed, new antenna's, new prop, new gear doors? They're all new and meet the requirements for airworthy. Again, I really don't care to use the word damage. It's not damage if it's been repaired to airworthy condition. Sure it's nice to know the complete history of an airplane including how many times the landing light has been changed or air was put in the tires. The big question is whether the airplane meets the requirements of the TCDS and that can be determined by an A&P or MSC. Those damaged parts are replaced by new or used airworthy parts, so why don't we throw away the word damaged with those parts. That's exactly what happens in reality.

What you're also missing is that logbook entries

What you'll also encounter is a logbook entry that just states work accomplished per Work Order xxxx on file at this repair station. Good luck finding out what work was accomplished even if the repair station is still in business. This doesn't mean the airplane is bad. In complete logbooks and damage history are not an automatic deduction in the value of an airplane.

One thing to remember, not everything that is documented in our logbooks today was required 35-40 years ago.

Between faa.gov and Mooney's website, they are all there for free. I'd rather spend the money on avgas.

The S/B compliance was in the next 10 hours of flight time. I suspect the AD will be worded similarly.