Shadrach

Unlikely that the crack happened all on one flight. That pipe looks thin. Might be time for a new exhaust.

I noticed when installing new carpets that if one of the screws around the selector trim were to back out a few turns that it could interfere with the switch.

Yeah mine is in the pilots side footwell. Doesn't pose a problem for us.

I’ve heard that but it never squared with me because my dad who might have been 5’5” at his tallest is a three time Mooney owner and has never complained about the selector. It must be a dimensional issue where some combinations of arm and torso length make it challenging.

Never happened from switching tanks too slowly. I’ve had it quit when I missed the fuel pressure needle falter when running a tank dry. It’s never been a problem. Do all Mooneys have fuel selectors located in the same place? I’ve never understood the difficulty with manipulating the switch.

The above are just some of the "interesting" examples. By the way, Sam Briton (middle) was relieved of their position after "they" were charge with theft stemming from three different incidents in three different states, two grand larceny and one felony theft. A Tanzanian Fashion designer saw photos of Sam at a high profile event wearing a bespoke outfit that was stolen from her at the KIAD baggage claim. Tyler Cherry has deleted all of his tweets which showcased some very controversial, extremist views about policing, race, and Israel. Rachel Levine has done a good job of avoiding such controversies so "she" can focus on the important work of normalizing surgical and drug interventions for minors with gender dysphoria. There are agenda driven activists in many other areas of government' but none so colorful as the ones that you've showcased. I would much rather the courts interpret legislation rather than the appointed bureaucrats interpreting the limits of the statutes that they are charged with enforcing.

No doubt its hard to get on the schedule in many parts of the country but I am not sure that is a used/new thing. It's likely more the scope of the upgrade (which is obviously mostly new boxes). That being said, I have always been under the impression that the margins on yellow tagged equipment were as good or in may cases, better than new.

Exactly! Legislation should be purpose driven and crafted with sufficient specificity so as to leave minimal room for broad interpretations.

All of the installers in my area sell used equipment and are happy it install it for the buyer. It’s just an intercom. It’s not like it has unreported accidents and skipped oil changes. It’s a solid state piece of electronic equipment, it should be pretty easy to diagnose on the bench.

Interesting way of reading two rulings that: 1) Limit the ability of federal agencies’ to reinterpret/expand a federal statue beyond what the statute actually says. And 2) Allow for a jury trial in instances where a federal agency seeks to impose a civil financial penalty for a violation. Perhaps you’re a lawyer… It takes some creative interpretation to view these two rulings as a way for local governments to rewrite statutes in the local courts. Can you expand on how you came to this conclusion? Removing the ability of federal agencies’ to reinterpret and expand statutes does not mean that the courts will now have the right to do the same. The judiciary is not supposed to be in the business of legislation and neither are federal agencies. I’m glad that the Supreme Court has put a stop to the abuses of the latter.

@Huckster79 here is the gear system schematic. Might help to get your head around it ahead of disassembly. Something weird is going on with the down lock switch or the wiring. Try pulling the ram air on the ground to see if the warning light comes on.

I’ve never had a gear up, but I came close enough once to understand how it happens. All it takes is the right distraction at the wrong time. It’s amazing what your brain can tune out.

The down lock is what drives the green/red annunciators. He had a green light , so the down lock switch is working.

I’m sure there’s an IPC available in the download section. here’s a stack from a 64 model. Not sure if it’s the same.

It’s not an engine issue. The problem is with the fuel system components associated with the airframe. In the case of Peterson they were able to overcome vapor lock issues. However, I suspect they did so by increasing the fuel pressure. This caused problems at the carburetor. Peterson explored an STC for both the M20 and the PA24. At the end of the day, they could not make mogas meet the performance requirements in those applications.

Makes one wonder if it was properly tied down.

Unlikely that a DER is going to approve a one off Mogas application in a Mooney given that Peterson Aviation has documented why both the M20 and PA-24 airframes failed to meet the STC requirements due to fuel delivery issues.

My apologies for my snark, Mike. It was not meant to be mean spirited. I fly with all types of operators with various experience levels. I have grown wary of any statement that starts with "I have 10,000 hours in...and I...", because often the information that follows such a statement is purely an appeal to authority (logical fallacy) with very little in the way of supporting technical information. It's the dialectic equivalent of saying "In case you didn't know, I am superior to you and therefore, so are my opinions." When I was a greenhorn more than 25 years ago, I was more receptive to the "I'm the Ace of the base" commentary, but over the years I have heard some pretty ignorant statements follow those kinds of proclamations, especially on the subject of leaning.

The 150hp decathlons came with both fixed and CS props. Not sure if it was an option or a model year change. The thing about leaning a fixed pitch, injected Lycoming is that leaning to near cut off represents a 300-500rpm drop (depending on where you start) before it gets rough. I had never had this experience before, as all previous fixed pitch time was in carbureted aircraft.

Years ago, I had a friend that bought a Rendezvous (the Buick version). I’m pretty sure they offered huge dealer incentives to move them. It was not mechanically robust. As I recall it required an expensive, mandatory transmission service or it reverted to two wheel drive. He sort of disliked that I alway referred to it by name, but it was too “unique” to call it anything else. It was a real head turner in burgundy and grey.

There is an air cam on our field. One day I hope to bum my way into a ride. It’s open cockpit and I’ve alway wondered if there is an initial discomfort with being so exposed. Like flying a twin engine canoe with a windshield. Would love to fly one but they look like a death trap.

How could you omit tail draggers? I love my Mooney, but a tandem seat, high wing, tail dragger is like the motorcycle of the sky. I have no desire to spend 3 hours in it but every second of 30-45 minutes of pattern work is a blast.

I’m not overthinking it all. What you describe is how I have operated every fix pitched carbureted engine I’ve ever flown. The question being posed is, why bother reducing the throttle on an injected engine if you can just lean to the desired rpm. One less step. Same HP, less fuel.

Color me appropriately impressed… Isn’t he a dreamboat guys! Perhaps you should RTFP. I’m not talking about upside down ops, nor am I talking about pattern ops. I’m talking about low and slow with your elbow hanging out the window taking in the sights and smells of the countryside. Forget it’s a Decathlon and imagine that it’s a Champ, but with a much stronger(relatively speaking) injected engine. This engine does not get rough, RPMs just smoothly drop until the fire goes out around 1900 RPM. The point of the post was that since I don’t fly around with everything firewalled, wouldn’t it be cleaner and cooler to just lean to 2300 RPM rather than pull the throttle back to 2300 RPM at full rich.

There wouldn’t be unless you were running a CS prop.