Shadrach

I would do both of the brake cylinders, the parking break and consider doing the flap pump and actuator given the system will be drained (correct course of action given that it’s been filled with ATF). The cost of the O-ring kits for the brake cylinders and flap components is trivial. 2 X Brake Cylinder seal kit - $7.48 https://lasar.com/seal-kits/brake-master-cylinder-seal-kit-drawing-for-paramount-b47g-kit090-brake-master-cyl-b47g-paramount-seal-kit 1 X Scott 4200A seal kit $8.50 https://lasar.com/seals-gaskets/parking-brake-valve-seal-kit-scott-4200-a1 1 X Flap pump seal kit - $37.54 https://lasar.com/seal-kits/flap-pump-valve-assembly-seal-kit-drawing-kit098-001-flap-pump-seal-kit-hydraulic 1 X Flap Actuator seal kit - $39 https://lasar.com/seal-kits/flap-cylinder-repair-seal-kit-drawing-flap-cylinder-seal-kit-hydraulic Since you’re paying the shipping anyway, I would buy a few seal kits for the Shaw fuel caps as well. I always keep these in stock. 2 X Shaw fuel cap seal kit -13.05 Should be <$150 for everything with shipping.

I have nothing against Ryobi tools personally, I just noticed that they are the brunt of a lot of social media jokes. Those memes were easy to find.

And for under $200…. My plug in, 6.5hp, 18gal shop vac is over $300 now.

Mine is a time capsule that is close to how it was delivered from the factory. It’s going to take several data sets to draw meaningful performance conclusions.

This was a quick time to climb flight conducted at a calculated weight of 2136lbs or 604lbs under MGW (pilot, 35gal, 6qts oil and 20lbs of random crap in the baggage compartment). Weather Temp 60 °F DP 32 °F RH 35% Wind SSE14 mph Baro 29.65 in DA was 600ft at a 701 field elevation. Pretty close to a standard day. It was bumpy and I think I could have done a better job with speed management, which is likely the cause of the significant ROC decrease after the first 1000'. Nevertheless, >1000fpm through 7000 isn't bad. Total time to ascend from 1025 to 10,025 was 8 minutes and 27 seconds which works out to an Avg ROC of 1065. Speed runs are coming soon. I will be taking some 45lb plates to the hangar to get data at higher weights. The reason that the climb interval altitudes are not exact round numbers is because there was not data for that specific anltitude available. In such cases, I took the closest altitude for which data was provided.

I hope to see this thread turn into a repository of real world performance data for the Mooney M20F (happy to see separate threads started for other models). It would be helpful for new and potential owners to know what is typical of each model. I will be periodically adding performance data and I hope others will as well. As I acquire new data, some posts may be edited with the goal of minimizing clutter and duplicative information. With the introduction of ADSB data we can now see hard data rather than wishful thinking. To that end, it would be helpful if ADSB track, weather conditions and aircraft weight were included in any posts to give a complete and accurate analysis. Summery of entries: Average Time to climb 2150lbs 10,000 1065 FPM 850 FPM Average Speed ROP 10,000 147.5KTS Average Speed LOP 10,000 142.5KTS

Hi Barney, The specified Fluid is 5606 and is indeed red. The synthetic replacement, Royco 782 is also red. Hopefully there is some provision for accessing your reservoir which was/is mounted on the cabin side of the firewall on the pilot's side. Indeed the fluid type and bleeding procedure is in the MM which can be downloaded here. Section VI details the flap system and section II details lubricants and fluids. You should also have an Illustrated parts manual which can be downloaded here That is quite a leak. Fist things first, remove the panels and track down the leak. There is a lot of information on Mooneyspace about this system. Use Google rather than the sight search tool as in "Mooneyspace Hydraulic Flaps". Happy to help you get it squared away on the reinstallation. For now, you have your work cut out...

I have a Dyson but the battery life leaves a lot to be desired. I gave up on cordless for any serious work and installed canister vacs in my hangar, garage, basement and potting shed. Hoover GUV was my choice but it is currently backordered. 35’ of hose and a remote power switch zip tied to the hose handle means I can reach any part of the hangar and then some and I don’t have to run back to the wall to turn it on and off.

I still think about doing an alternator conversion, but only for the weight savings. The Zef controller and generator offer plenty adequate performance at taxi rpm. I have never had to alter my SOP due to charging issues. I think you’ll find the new set up favorable.

I would be skeptical of anyone suggesting that a Continental cam “won't look great” at 1000hrs.

Any word on pricing?

https://www.aircraftspruce.com/catalog/eppages/gencontunit_g1500n.php ^^^^This is the way.

Is it the actuator (mounted to the flaps and stub spar) or the pump (forward of the main spar and connected to cockpit pump handle)? How big is the leak? Have you added fluid to the reservoir. Random leaks rarely occur but when they do it is usually caused by a contaminant temporarily compromising a seal. Fluid then leaks past the seal into the back side of the piston and out the cylinder vent hole. Have you physically removed the belly panels and inspected the system while actuating it? There’s only a handful of of potential leak points.

My filter spins onto the rear of the accessory case. Pre-filling it would be about as smart as the clerk at 7-11 pre-filling the Slurpy cups before putting them in the horizontal cup dispenser. I assume that yours is mounted vertically with the open end of the filter facing up?

5lb delta is not a lot. Perhaps this filter has a defect that is causing a slight restriction or the manufacturer has changed the filter media. My guess is that this is filter related. I never pre-fill my filters nor do I know anyone who does.

Are you landing on sand bars again? What on earth would make it though the prop to crack the oil cooler? In 57 years of operations, we have never lost an oil cooler to debris.

I am not sure this upgrade offers much beyond improved aesthetics. My oil cooler does not really take a beating from anything other than bugs. It would be intriguing if there was some data to support that it lowered oil temperature or decreased pressure in the lower cowl making for diminished CHTs. I have not seen anything to that end. Given how cool the stock set up runs, it is hard to justify messing with it.

I try not to ascribe duplicity to any situation where ignorance or dare I say, stupidity will suffice...unless I have firsthand knowledge that suggests otherwise. I did not know this pilot, but I also find it hard to believe that he did not understand that the undisclosed medical conditions for which he received treatment were disqualifying without an SI. However, I never underestimate people. I met a Mooney owner just last week with a beautiful 201 that he said "cruises at 180-190kts, depending on the wind". He did not pick up on my confused look at all. The conversation did not last much longer but what remained of it convinced me that I often over estimate intellect.

I make lots of local flights with out a tablet. I keep a current EFB database on my iphone to be legal. I flew the Decathlon for an hour on Monday between a few different airports. Was never more than about 1500ft AGL and as low as 500ft AGL over the mountains and rural farm land. I know the area well enough that I don't need to be low enough to read the route numbers on the state roads.

Would be interesting to know how many of the pilots on this board have had an "oh $h!#" moment discovering an overdue flight review. Harder to do in this day of electronic calendars, but still possible.

So the pilot of the Cirrus that spun in at Love Field in 2016 was at 25 months since her last flight review so just one month out of currency. One could make the argument that her unfortunate lack of airmanship might have been corrected prior to the accident had she received a proper FR in the weeks leading up to the accident flight. It's no stretch to attribute that accident to task saturation and poor airmanship, the very reason we get a flight review is to identify and rectify deficiencies in our performance. Legally out of currency and a fatal accident attributed to poor airmanship. Should her insurance have denied to cover that loss? The same case could be made for the Mooney accident. Much easier to make the case that his lack of instrument currency was causal when compared to the medical issues. I'm sympathetic to your view point, but I think that the professionals in the industry have repeatedly encountered this situation and found it preferable to err on the side of paying claims in spite of bad boy/bad girl acts. In the case of this Mooney accident, you appear to be implying that there was intentional and deliberate fraud with regard to this pilot's policy renewal. I don't think we have enough information to be sure of that but it's certainly a strong possibility. In such a case, I think it's prudent to pay the liability claims but the pilot and their heirs do not collect.

An Insurance policy is fundamentally a financial contract between the indemnifier and the indemnified. The limits and limitations of the policy are codified within the contract. An accident/incident either falls within the bounds of coverage or it does not. It’s not a moral decision. It’s not about accountability for one’s actions. It’s simply a contract. Accountability for criminal behavior is for the criminal courts. This is not a new concept nor is it a byproduct of neomarxism.

That is not how insurance works in almost any area of life. Insurance companies do not deny claims based on bad behavior. The deny claims based on policy exclusions. If you get hit and are permanently injured by a drunk driver, the drunk driver's insurance is still liable for your damages even though he knowingly engaged in risky and illegal behavior. If he misses you all together but destroy his own car, insurance still replaces his car (if he has full coverage). Insurance covers negligence and poor judgement as well as bad luck. The system won't really work any other way. Such a system would require that every single claim be adjudicated by an independent third party.

If it's not certified, than any real discussion must have some focus on if and when it will be.