Igor_U

Years ago, I needed one and bought it from LASAR. It was fabric and one of (very) few things I did not like from them. I ended up returning it and had my wife saw one using soft leather from old jacket. I still have it in my plane and it is looking great. YMMV.

Aeromotors OH'd my pump 2.5 years ago. It is still running strong, same speed and fuel pressure.

Phil, You kept you plane all these years? Congrats! I remember your turbo E was quite a good performer up high. Didn't you buy a Twin Bo or something? It was few years ago so it might be someone else. Regards,

Hank, I've also rented HangarBox tools for my 67F few years ago. Very easy to use and I replaced 2 sets of disks myself while learning to use tool for actual work next day with my IA. He commented that that hydraulic tool was much easier to use then original Mooney tools. Would you happen to have a picture? The website is gone and I can't find the pictures I think I took at the time... Regards,

Funny. Maybe LASAR sun visors would fit? I have them in my '67 and are great. One broke recently so I'll build another out of tinted lexan. I am not sure if they are still available, though.

Thanks for the link, it's a great book. I just went through it quickly but I'll have to read one of these days, it seems it has interesting details about the development of the plane and insight how it was done back in a day of slide rulers, Mylar drawings and such. I know those planes were much simpler then today but they seem to get to the first flight much faster then today regardless of all the tools we have today. Interesting how they changed the tail as well on the later version. It's a quite a change considering the limited number of the planes they built.

Existence of this thread and multiple angers show there's no easy way to get in and out.

Doesn't look that way. picture I saw clearly show conventional trim tabs on the TE of elevators. The only plane I know that had similar trimming feature was JetStar and recon was tail was designed by Al Mooney.

I've done FWD side windows myself and have spend 7-8h per window (one weekend) working on the ramp and out of trunk of my car. My shop, after that installed 201 aft windows in lieu of two small windows "F" has and it took them around 20h with 337 filed etc.. This was 11-12 years ago so not sure about details but it took a lot of labor. Good luck.

What bulb are you using? Few years ago I tried couple of replacements but didn't fit the "torpedo" or there was just not enough light....

Two words: Speed Tape!

True but fuel gages are among FAA required instruments for VFR flights, right?

Gary, To my understanding and my IA seems to agree, only instruments with limitations in our POH are primary... so that is RPM, MP, FP and so on but EGT or Amp meter are not. EGT was listed as optional equipment for our planes. As for lightshow carusoam mentioned: when my engine monitor was installed, max RPM achieved was 2660. After adjustments were made to 2700, every now and then I get 2710 on takeoff and warning light flashes... It definitely gets my attention.

I am not sure why would you use either of those. All serious aircraft OEMs (and their vendors) use epoxy primer for decades.

I had a same problem years ago. IIRC, when I replaced the seal, I needed to trim it somewhat in the area where door latches to the frame in order avoid the interference. This was 11-12 years ago so my memory is fuzzy however, my door closes with ease and latching the handle provides satisfying "clunk" and positive locking feature. It's 67F and YMMV.

Klixon is the way to go as it's OEM. You can try these Toggle switch covers: https://www.aircraftspruce.com/catalog/elpages/toggleswitchcvr.php

Personally, I think new Al panel(s) is a way to go with changes you want to do. You could install JPI through that instrument hole but you would then remove the old instrument and have blanked space where the old gages are, etc. It goes same for the RHS. Cost can be substantial if you leave this to the shop but if you could do it yourself with IA’s supervision and keep panel shape (contour) the same as now. That would eliminate any trimming of the backup structure needed for LASAR panel upgrade (and similar) and simplify the installation. Panels itself would not be expensive to make. I’ve ordered LHS and RHS panels from www.bigbluesaw.com for around $220 (both) and they have their own design tool but I didn’t use (I’m design engineer and have access to better). Price for powder coating turned out to be $100… The rest is your labor. Good luck.

Hay Dave, I see you are the C owner now. Did you sell your sweet A model? Why? I remember that as a really nice Mooney. Good luck.

As GSXRPILOT said, with no FF you wouldn't know your GAMI spread (read about it) however I run successfully LOP for years with 4 channel CHT/EGT my plane originally came with. our Lycoming IO360 run very well LOP with stock injectors and as long as I was high enough (or less then 70-70% power) to be out of GAMI's "red box" I had no issues. Of course, FF gives you more info and makes it easy as I just set the FF without really worrying how far LOP I am while in the past I had to find richest running cylinder and get it on the lean side for cruse flight... You might want to research if Insight has a trade in program and upgrade your G1. Regards,

I bet that was purchased for canceled M10. I would like to hear Mooney is working on something new but I don't see that coming soon (if ever). Oh, I almost forgot: I would really like to see how they install that shell over the tubular space frame. It must be neat: wiring and avionics boxes are all in and you put the composite shell over the fuselage structure.

IO360-a1A in my '67 F. FF is 16.X gph at my home field 570' (it gets in high 15.X after few minutes of climb) and I remember being somewhat higher... From what I see here, that's on lower end for our engines.

How long would you say for removal and replacement? Mu fuel flow on takeoff is around 16gph (seems to be somewhat higher before) and might need bench adjustment or OH...

not good news. It must be us, Brittain A/P owners and CB with all the testimonials how great and cheap to maintain are that made big G rethink their priorities...

Interesting... And makes sense as my IA and DG don't need Avionics master either...

I agree 20-25h estimate EU quotes for CGR30P is too optimistic. I did the install myself on 67M20F and would estimate close to 40h with few extra hours by my IA for inspection and fuel hose fabrication. Install is not difficult but it takes time to run and connect all the wires and sensors and you have 6 cylinders. I don't see why would JPI be easier, though. By far most time was spent removing existing instrument and cleaning up wires and hoses going through firewall. I see you're in SEA area and I'm curious who's the shop AFIK there's no MSC in the town any more...