bdjohn4

I’ve got one I don’t need. Good condition. DM me

You guys are the best! Thank you!

Hello all, and thank you in advance. Setting: ‘69 E-model with Monroy 88gal LR Tanks installed about 9 years ago-ish by Wet-Wingologists. I noticed a sort of fuel stain halo around the noted access panel screwhead please see photos. The associated screw is noted in the boroscope photos. Is this indicative of a specific leak location? How would you approach this? thanks in advance. John

On initial installations note that the RPM probe (on slick mags) should be screwed into the air port closest to the motor (hidden under the vacuum pump. Do not screw it into the port that is easy to access (and further aft). Also, to grossly test the probe before screwing into anything, have someone watch the EDM900 display while you wave a big magnet back and forth in front of the probe. Waving as fast as I could, I could register about 300rpm. '69 E-model with IO-390

My favorite is Ted Pettee AP/IA out of KSIF (Shiloh just north of Greensboro). Honest work. Knows Mooneys. Was at Causey until recently. JML

GUMPs on downwind GUMPs on base GUMPs on final GUMPs on final again GUMPs on final one more time. If beating up the pattern, just LEAVE THE GEAR DOWN. That is my opinion. Love my E-model BTW. The E still has the shortest take-off roll of any Mooney I believe.

Thinking of going.

I'll never forget the day I discovered "McMaster-Carr". I can hear angels singing "Hallllllelujah!" every time I go on their website. John

I asked a guy named Jose the same question: To quote the Puerto Rican Jose Monroy (as in Monroy LR tanks), who flies his J-model from Nova Scotia to Santa Maria and then on to Spain, "Are joo kidding me?! A Mooney has 2 power settings, Full power, and Off!"

The POH describes what is a small vs. large leak. I had my Monroy-long-range equippped '69 E-model's 88gallons worth of tanks completely stripped and resealed due to leaks (prior to new paint). The original LR tank installation was done at a shop in north FL that will remain nameless and lasted only 4-5 years. I took it to Edison Gomez (Wet Wingologists) at KFXE (Ft. Lauderdale Exec) and have been happy with the work. Warranty for 7 years. Gomez is an Ecudorean fellow that basically trained under the now retired Jose Monroy, seller of the LR tank STC kits. John

Edison Gomez (Wet Wingologists) did a great job for me. One time, Jose Monroy (as in Monroy LR tank STC, which my '69 E has) picked me up from the airport when Edison was out of town. Edison used to work for Jose and thus Edison really knows the LR tank STC very well. No bladders for LR tanks (88 gallon) so you have to get a reseal. Was like $6k per side for a complete reseal. I then got my plane painted by Jim Russell at D74 (Chorman, Delaware) and he said he'd never seen a Mooney without some modicum of a leak, and mine had none. He was impressed. Edison does good work. I tried to talk Edison to move his shop to somewhere more centrally located, but he swears that the warm weather really helps him be able to work year-round. FYI, Jose flies his J-model up to Nova Scotia then across to Santa Maria and on to Spain for vacation. Not sure I'd try that! John

I can arrange for a chamber ride for anyone willing to come to Duke University's Hyper/Hypobaric clinic/lab. Fly in to RDU (Raleigh-Durham NC). They do altitude runs all the time. We used to take people in the chamber from ambient (600 ft MSL or so) up to 30,000ft, and fast (and see if they got bends). NASA was paying for it. The research protocol bent a lot of people doing that. If we do it, we probably ought to have a gaggle of folks, for cost reasons. JML

I suggest you bring a Go-pro video camera and record this (and then post it here). Would love to watch this. John

I see you are in Germany. This sounds a lot like Operation Eiche, when Mussolini was rescued by that Storch STOL that landed on top of that tiny mountain pasture. A Mooney would NOT be the best aircraft for that type of mission!

Yes, gained 12-15 kts with all the mods (ARI Cowling, motor, prop, landing light lens cover, oil-cooler reloc). Cruises right around 160-162 KTAS now. Fuel burn at those speeds is higher than expected, but thats expected. Yes, I would do it over again (IO-390, that is). I look at the Manifold Pressure Guage more, as the IO-390 is limited to, I believe, no more than five minutes above 24.7", so I fly around there mostly, which is pulled way back on the power below about 6k feet. Still faster than it used to be and fuel burn a lot better when at 24 squared at altitude. It's not all good. The Oilamatic hoses were outrageously expensive (custom made and almost $600 due to some unusual fittings), and on these hot days around here, I need to be careful not to loiter around on the ground for too long. The oil temps don't like that. Once flying, oil temp is not an issue, but it seems it takes longer to cool down the oil once it is hot. I don't plan quick turn-arounds for the summer months anymore. I suspect cooler weather will work out fine. Fortunately I have long-range tanks and so I almost never need to stop for fuel. John

Thats really short for flying a max gross. If I had to land there, I'd be hanging the prop listening for the stall-warning. I also wouldn't fly in if high-density altitude. Not sure I'd want to take off again with two passengers and all that fuel. I am assuming it is a paved 1,500ft. John

http://www.tripletreeaerodrome.com/triple-tree-fly-in.php We'll be there. Wanted to see if any other Mooniacs will be. John

Several of you wanted to see the final photo of the Oilamatic Pre-oiler installation. Here it is. Before starting, turn on the preoiler and wait a few seconds as the oil pressure comes into the green. Turn it off and start the motor. Works great. Weight and balance-wise, the preoiler is just a few pounds and is bolted to the top of the pilot's side fire-wall foot recess bucket thing (see the red-anodized preoiler pump. It takes oil from the sump and puts it into the oil filter. The IO-390 is definately heavier. Even though I went from a three-blade prop to a two-blade, there is 57 lbs more weight on the nose-wheel than before (bear in mind that the airplane had not been actually weighed in a very long time, so all the little adjustments to the weight and balance could be off by a significant amount I suspect. A lot had been done to the ACFT since it was last on scales). The ACFT oil temps run hotter than before (with oil cooler relocation and the ARI cowling), and it is no-longer an ACFT that you can do endless touch-and-goes on a hot, humid day in the SouthEast. John

I see you did NOT do the newer ARI sandwiched version of the cowling. I am curious why not. I just did the sandwiched version on mine two months back and it turned out way better than expected and in the end was about the same amount of time to install as yours (not including the oil-cooler relocation mod and the landing light lens cover).

The boost pump was the first thing to go on my '69 E as well. Also on the first day or so of ownership if memory serves correctly. Oh, how I've spent money on the old girl ever since....... I Remember laying on the ice-cold tarmac with my A&P buddy outside one cold night in Decemember R&R-ing that old pump. Also, I have been burned by refurbed parts several times so I usually just buy new. John

I have an old spinner for a Hartzell three-blade if you need it.

If you think there is a chance you might not pass your medical, hold off. The "Driver's License Medical" in lieu of a Formal third class medical thing is gaining some traction (AOPA just reported there will be talks with the FAA this summer). Once you fail your medical, it becomes harder to get it back. If the medical issue you had was truly temporary, then go ahead and get your medical back.

Having just had to purchase a new motor, I'd get whatever had the best looking motor (not necessarily the lowest time motor but definately something <800-900 SMOH). Also, if it has wet wings look at the quality of the reseal. I made the mistake of buying a plane that had tanks put in by a place that is now out of business for screwing over Mooney owners. Many of you know which shop. I would only trust one of the Mooney-specialist tank shops, like Wet-wingologist (whom I know) or Willmar (whom I've heard good things about). Also, where did it spend most of its life, in Florida outside or in the desert in an Airconditioned hangar. Those things matter.

$70k hull, 400pic with SEI and MEI (private), $1200