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Thanks Carusoam, I was having some problems posting an actual picture along with my post!

So here we are, after 12 years of Mooney ownership, it is time to turn the page. It started 18 months ago, I decided to look for a partner to share my Mooney. My plan was to continue flying and sell my part down the road. Since I'm not doing any long distance flying, the Mooney was too much of an airplane for me and my partner was doing the kind of flying I had dreamed about, week-end cross-country flights and .long trips. So last December, I informed my partner that I would be selling my part but would leave him some time to find someone he could get along with. Early this year, he told me that he had decided to buy my share and become sole owner of C-GJDP. Meanwhile, I bought a simpler aircraft that will be more inline with my new life and the kind of flying I want to explore. So I bought a rebuilt Taylorcraft and will be exploring the joy of slow, tailwheel and ski flying for the years to come. Mooneyspace is a great community and I've learned a lot about Mooneys and aviation here, thanks to you. So I'll be on my way, en route to new experiences. Take care Guys and Gals, and as we say up here in Québec, «À la revoyure!» a way to say «See Ya!» IMG_3619.pdf

I was there a couple of years ago and had to remind myself who would be benefiting from an engine overhaul vs cylinder change. The answer, although more costly, ended up being a major overhaul. Sure I spent some more money, more than double, but I'm the one flying the Mooney with a fresh engine

Maybe this excerpt from Transport Canada AIM will clear things up: «For aerodromes not within an MF area: Where no MF procedures are in effect, aircraft should approach the traffic circuit from the upwind side. Alternatively, once the pilot has ascertained without any doubt that there will be no conflict with other traffic entering the circuit or established within it, the pilot may join the circuit on the downwind leg. (vi) For aerodromes within an MF area when airport advisory information* is available: Aircraft may join the circuit pattern straight-in or at a 45 ̊ angle to the downwind leg or straight-in to the base or final legs . Pilots should be alert both to other VFR traffic entering the circuit at these positions and to IFR straight-in or circling approaches. *(NavCanada Site: At less busy airports, our flight service specialists provide advisory services including information on air traffic in the area, runway conditions, wind and weather information, coordinate airport vehicle operations such as snow removal, and emergency assistance.) (vii) For aerodromes within an MF area when airport advisory information is not available: Aircraft should normally approach the traffic circuit from the upwind side. Alternatively, once the pilot has ascertained without any doubt that there will be no conflict with other traffic entering the circuit or established within it, the pilot may join the circuit on the downwind leg »

When I first talked to my Mx about Aeromotors for the overhaul of my fuel pump, he was not very enthusiastic. Then, he called them and found out the way they operate with checks and return fees and he was less than enthused... He relentlessly complied with the hoops and loops and we got the overhauled fuel pump within 10 days, which is good since I live in Canada and have to deal with Customs on both sides! Ever since then, he always sends the pumps to Aeromotors to get overhauled as he's very satisfied with the quality of the work they performed and the overall experience. And my fuel pump, along with every one he's sent, still perform as expected at a third of the cost of a new one!

Just a thought here! Why don't you transfer (sell) your 355 in the 172 and buy yourself a brand new 375?

« Either way, you should have executed a right 360 on dw for spacing » Up here in Canada, the rules state that all turns in the pattern should be to the left unless a right hand pattern is published. Most probably to favor visibility during those turns. Also, the downwind entry is only permitted if there is no conflict with traffic already in the pattern. As a Mooney pilot, I often use those procedures at uncontrolled fields. Rarely do I plan for a downwind entry if I hear someone on the radio or see activity in the pattern. I also often use the 360 turn in the upwind side to add more space with planes already in the pattern, especially at my home airport where lots of training flights operate. Speed is nice, but it also has its downsides

If your brain decides to disregard a signal, visual and/or audible, it will:

Reading your post, a certain commercial airline crash comes to mind. I remember an EAL L1011 that crashed in Florida as all three persons in the cockpit were concentrating on a single event, a green landing light that wouldn’t come on, and didn’t give attention to a low altitude alert! Eastern 401 crashed crashed in the Everglades, killing 101 of 176 on board. Lesson, don’t be a slave to technologies, good habits and a checklist should be sufficient.

I have the original E cowling and installed the 149NL that was the PMA from Sky-Tek, I guess PennYan erred this time, they're not perfect! If you do a search, you'll see that those that have installed the 149LS on the injected IO360 are having problems with hot and very cold starts.

When I replaced the starter on my M20E with a Lycoming IO360A1A, the approved model from Skytec was #149NL as the #149LS was not recommended for our engines. I was curious that you installed a #149LS in your F, so I had a look at the Skytec portion of the Hartzell site (They bought Skytec back in 2016) and, on the main page, it shows that #149LS can be used on our IO360A1A. But it also says that the list is not the official one and the PMA list should be used. On that list, the #149LS isn't approved for IO360A1A but for O360A1A, the B, C, D and G engine: (https://hartzell.aero/pma/149-12ls/) . The #149NL (https://hartzell.aero/pma/149nl/) is the one that is PMA'd for IO360A1A equiped E and F.

I had my IO360 A1A overhauled back in 2019 and I experienced the same issue with fuel pressure around 45psi. I went back to the overhauler to inquire about the problem and he showed me the Lycoming Service Letter L225A which instruct to substitute PN # LW-15473 with PN #62B26931. https://www.lycoming.com/sites/default/files/SL255A Approved Diaphragm-Type Fuel Pump.pdf Fuel pressure is higher but, as shared by M20D0C, the engine manufacturer's specifications calls for such high pressures.

Reviving this link to get some more details. Annual is coming and there are some blue seeping marks around the fuel access panel on the bottom of the wing. Mechanic says he'll be able to repair it, as he's done it before on other Mooneys but I'm not sure which product should be used. The SB talks about PRC1321 (Now PRC1428) being the solution but some are talking about CS3330B. Is the only difference the company that makes the stuff (Permatex vs FlameMaster) or should I stick with what the SB says?

I’m pretty much of the opinion, as other have expressed, that after 19 yrs, SMOH or IRAN is not an airworthiness issue but a marketing one. In 2010, I bought my M20E with an engine that had around 1000 SNEW! Since the new engine was installed back in 1970, there was no added value but rather a risk, so I ended up negotiating the price down by a few thousands. After 9 yrs and 500hrs, And one cylinder replacement, I ended up overhauling the engine.

I went through the overhaul process in 2019 and the price of a new IO360A1A cylinder assembly was close to $3000 and they were not in stock. I ended up using overhauled cylinder assemblies made available by the numerous low time R44 parts on inventory (Due to mandatory overhaul after a timeline). The O540 uses the same cylinders as my IO360A1A, mine were first run with less than 500hrs and we had them overhauled at a cost of around $1000 apiece.