1964-M20E

Mountain flying is easy just fly higher than the big rocks and remember they hide those rocks in the clouds sometimes.

Sorry to hear bout this. Here are some options with wild ass guess pricing. Fixing the crack would be the cheapest option. Remove and replace engine, disassembly, gasket set maybe rings IRAN the rest catalog every part inside the engine and run it for another 2000 hours. WAG $6amu Find another serviceable case IRAN existing engine internals and accessories to the new case. WAG $10AMU Find serviceable low time engine removed form flying aircraft. WAG $15AMU Find a new case use existing engine components. WAG $15AMU Factory overhaul with exchange WAG $30AMU factory may not accept core due to crack? Factory new engine WAG $50AMU factory may not accept core due to crack? JMHO But regardless of your decision fix it and fly it.

One interesting thing about the photo we have all these Mooneys on a grass ramp probably landing and taking off on a grass runway. The Horror!!

Stop drilling would stop the progression of the crack. It appears to be on the upper and lower skin. Maybe hangar rash? Looks like paint missing just forward of the trailing edge. Is this related to the crack? Maybe you could add a doubler above and below the crack after stop drilling. The purists here will want a new elevator from Mooney. Not sure of costs but I’d anticipate $5amu or more. You could get a used replacement @Alan Fox might have one I'm not an A&P or IA I think with stop drilling would probably be airworthy. A doubler would be a little better I believe.

Well I rarely see below 40F when I go out to fly but After start set to 1000 to 1200 RPM while I'm doing run up checklist, programming flight plans, setting instruments etc. Depending on where I am I'll begin my run up or taxi to the runup area as needed by the time run up is complete generally CHTs are above 250 oil temps are coming up and I'm ready to fly.

When sitting on the ground the ailerons droop some putting the tubes in very light compression. As you begin to move forward the air pressure under the wing forces the aileron up putting both tubes are in tension. When making a turn one tube will be in compression and one in tension. If I recall correctly the working of these tubes and the aerodynamics of the situation. The tube in tension (deflecting the aileron down) would see more force than the one in compression (deflecting the aileron up). This is due to the higher pressure under the wing than above the wing. OK anyone wish to shoot holes in my analysis you are welcome to.

Interesting analysis. I didn't think about this last time I went inverted in the Mooney and was hanging from the seatbelt. Seriously I wonder how the aileron tubes would hold up during inverted flight they are long tubes and would be in compression? I guess you could always increase the diameter and wall thickness of the tubes. I think they are currently designed to be about 1/2" or 5/8" diameter. Increase to 3/4" and adjust the phenolic blocks accordingly.

looks like coax antenna wire??

The other good thing is the landing light circuit is in the realm of preventive maintenance.

I don't know. At lest when you are mushroom the keep you in the dark and they feed you. I'm still waiting to be fed.

I run either the Phillips 100AW or the 20W-50 victory. Of course being a Phillips 66 employee I have to support the home team. However, I have been running Philips since I bought my first plane in 2010 and prior to me becoming a P66 employee. So no one asks we do not make the 100AW or 20W-50 here. We don't even make avgas but we do make jet fuel.

At first I thought someone got abducted while flying their Mooney.

You know this could be really good for Mooney. Sell the roll cage, wing, and landing gear package and have a composite shell to the tail and use a more traditional empennage configuration while keeping the Money tail style somewhat like the M10 tail. You would have engine choice form 180hp all the way up to 400 hp you could even go turbo prop if you wanted to. Build the wing with 105 gallon tanks so you have versatility and options for the home builder.

filming a new movie?? Top Junk

It really is easy. After the initial procedure has been programed into the IFD insert the anticipated alternate waypoint at the end of the flight plan. Once you have declared missed and started your climb press the direct button select the alternate waypoint and activate it. The IFD will direct you to that waypoint. Should you be setting up for another procedure or heading to another airport after you can then begin programming this in. However, if you know this before you begin flying you can program all of this on the ground before you take off. You can program you initial flight plan and destination, procedure which waypoint you want to start the procedure at (if you file this waypoint in your IFR plan then you are already set with ATC), your alternate missed waypoint your next flight plan and airport the procedure you want to fly at that airport etc..

You still need a Jack to do wheel bearings

If you know the missed holding point will be different than published before you start the procedure then as stated above you can go to the end of the flight plan and add the additional way point and then just go direct to it after you declare you are missed. An alternative would be after you declared missed you could delete the procedure and then add the way point at the end of the flight plane or enter directly but that is a lot of activities while at the beginning stages of the missed approach. If you have added the way point to the end of the flight plan before beginning the procedure then when you hit the direct button it will bring you right to that point. Then you select your next procedure and go direct to the IAF you have selected and begin flying that approach. Once the hold point has been entered you can go into the FMS/FPL mode and modify the parameters of the hold , right or left turns, length of inbound and outbound legs, heading to return to the hold point etc. The Avidyne simulator works good for these questions. I know from my experience when practicing approaches with ATC unless I request the official missed procedure they always give me alternate instructions.

These are too big if you want to enjoy flying them yourself. JMHO For me if money was not object I would probably have a small Citation, Gulf-stream etc. something you could easily fly and ground handle single pilot for longer flights and to bring a few people along. You need a TBM for the mid range flights and keep the Mooney for hamburger flights. Then you need an open cockpit for really fun flights and a helicopter for the short hamburger runs.

check the ground, power and field wires to the alternator before doing anything else. What regulator and alternator do you have on the plane?

The genie is out of the bottle. The most vocal of the climate change groups that claim we humans have an effect on the climate are not willing to live as we did back in the 1700's. 'They still want to have electric lights, refrigerators, air conditioning, heat and high speed transportation. However, I will not argue with anyone that the climate is changing. The climate has been changing on earth since our solar system was born and will continue to change up until the day when The emperor and Darth Vader use the death star to destroy planet earth. Here in southeast Louisiana the sea levels appears to be rising not because of melting ice caps but because the Mississippi river delta is sinking. There are those who like to blame oil exploration, man made canals, climate change and putting levees on the Mississippi river. However, mother nature always gets her way and this area would be suffering the same fate even if none of the above listed activities occurred.

If they used the fire truck yes the power would have to be turned off. However, if they used a truck designed for working on power lines those truck buckets are insulated from ground. Still not something you want to do. So more than likely the power was turned off before any rescue was attempted and definitely before the plane was removed.

Most of the time when I fly I use less gas than if I drive.

Other than the voltage issue stated above any generator 2500 W or larger should open the hangar door. Most doors are gong to be 1hp or less motors. However, be cautious with inverter type generators the inverter may not be able to start the motor. This is where a good old fashioned rotor and stator generator comes in handy. Think CB and dual purpose. Get a 8kW portable generator for your house and then you can always bring it to the hangar if you need it but be careful how you connect it to the house and where you point the exhaust. If you are truly concerned about this get the nameplate data off the motor post it here and we can assist. Also make up all connector cords needed and keep them hand in the hangar so all you need to bring there is the generator. I designed my own door so the motor control box plugs into a receptacle. Should I find myself in this situation all I need to do is plug the door into the generator.

I have the EI gauges as well and the PT-100GA sensors have given me cause for concern in the past. I installed new oil and fuel sensors over the last couple of years and pressure problems went away.

When things go bump in the night