47U

Tail number?

Put me down for an up lock (the one on the floor). My down lock was recently replaced (LASAR).

Nice catch. Being observant and catching these visual clues for further investigation, before they become major problems, can save you time, money, and perhaps a catastrophic loss of engine power.

That’s my curiosity, too. Does the other side match? I wonder what the drag penalty is?

The factory (or anyone, for that matter) can upgrade the fuel tanks if those modifications can be done IAW approved data, in this case, the original Mooney prints used to manufacture the wings with long range tanks. The key is, were there changes made to the wing to incorporate the long range tanks that cannot be adapted to an older design wing. AND, can you gain access to the prints through either Mooney or an MSC. Answers to those two questions determine whether support of a DER will be required.

Same experience here as described above... Surefly replaced the left mag and the shower of sparks is history. I too banged my exhaust pretty good doing an inflight mag check. The ElectroAir rocker switch panel solves the problem latency problem of rotating through the positions R-L-B with the Bendix mag switch. I didn’t have the panel space for the ElectroAir option, so I replaced the Bendix mag switch with a of couple of mil-spec DPDT toggle switches. Works great. My Bendix switch was in serious need of overhaul/replacement (after only 50+ years!). You could pull the key out in any position. Really unsafe.

Certainly Jose’s STC cannot be used for the ‘approved data.’ But, if your DAR drew up original prints for the mod, certainly there would be differences when compared to the STC. Does that cross the line of a copy of the STC? Perhaps a question to the FSDO that will be approving the modification. I don’t think the writing the flight manual supplement would be that hard. Another thought, Jose owns the STC and built and sold kits. The kits themselves aren’t rocket science (I’m guessing). Some sheet metal, filler necks, gas caps, hardware, etc. Perhaps Jose would sell the STC without the kit, and your installer would use Jose’s prints to procure and manufacture the parts necessary. There was a very good thread a couple years ago on the long-range tank install. I don’t remember anything particularly special about the install (realizing I might be out in left field with this assumption). Final thought, would not an MSC have access to Mooney’s blue prints? Do the factory long-range tanks have to be incorporated during the build when the wing is in the fixture? Or could they be installed (piecemeal?) as a retrofit in the field...

How accurate are your analog gauges? Lycoming recommends that you calibrate your cockpit gauges once per year. An idea probably initiated in their legal department. More relevant, analog gauges tend to smooth out the momentary spikes. You just don’t see them. With a digital instrument, one parameter momentarily out-of-tolerance will be flagged because of the multiple times-per-second refresh rate.

I’m not going to mention the bladders option (whoops). Perhaps one of the reseal shops that has done a number of long range tank installs could work with a DER and you could do the install with 337? Sounds expensive. More expensive than bladders (whoops)? What about a hybrid system? A bladder in the outboard wing bay tied into the factory integral tank?

If the stab downforce is (relatively) evenly distributed forward and aft of the stabilizer pivot point, then would not light turbulence (or, even engine/propellor harmonics?) maybe be enough to jostle (technical term) the worm gears just enough that it could change the trim setting? I don’t think you’d want a lot of downforce transferred directly to the trim mechanism as it would induce friction making it more difficult to move (without mechanical advantage), and potentially cause more wear in every trim system component from front to back. Obviously, the drag from the vertical stab will amplify the applied downforce, another (speed dependent) variable?

Found the thread from long ago... Link to SB to add the friction lock (from the last post). https://www.mooney.com/wp-content/uploads/2020/12/SBM20-33.pdf

This is the old cover, Plane Plastics sold me a new one which is much better quality.

From the ‘65C POH... ‘62, ‘63, ‘64 data included. There was an earlier thread about this, I remember because I stuck my foot in my mouth. My royalite trim wheel tower cover has a hole on the left side to access the friction lock screw.

Here’s another link... https://www.eastbaytimes.com/2021/02/23/livermore-small-plane-misses-runway-hits-car-on-overpass/ No injuries, according to the story.

I’d remove it and verify the length, but otherwise, LASAR has the -21A on their website. The other part numbers were variations applied by Mooney. And whoever safetied that bolt needs some remedial training.

From wiki... The first officer flew the aircraft, while Ferguson handled radio communications. However, by regulation, Ferguson was the pilot in commandas captain of the aircraft. Neither crew member had ever landed at Sheridan, but each thought that the other had done so in the past. At approximately 10:00 p.m. MDT, the crew mistakenly landed the aircraft at Buffalo, Wyoming, thinking it was their destination airport of Sheridan. This wrong airport landing was way back in 1979. I’m not sure what fancy RNAV equipment the airlines were flying at that time then basic VOR/DME. Even so, Sheridan County airport is only 5 DME southeast of the Sheridan VOR. Johnson County airport (Buffalo) is 25 miles southeast of the Sheridan County airport, and 25 DME northeast of Crazy Woman VOR. Point being, as many of us are bound by obligation, you ALWAYS pay attention to Crazy Woman. if this crew had been paying attention to Crazy Woman, they wouldn’t have landed at the wrong airport.

I got them out of order... and not guaranteeing orientation... (two edits later...)

Knisley repaired the exhaust tube on my C a few years ago when the seam in the tube started to split. By reusing the flange it was classified as a repair, not a new part. Send them your flange and it will be better than new. Any MSC can sell you the hardware, tube clamp, and exhaust hangar springs (or did you have a belt style hangar?). Loewen Mooney Salvage might have what you need, including the exhaust tube, if you want to go that route. https://www.loewensmooneysalvage.com/

John, I have no hands-on experience with the LASAR wheel well liners, but it appears to me that it’s not difficult for the mouse to climb up onto the retraction tube, and follow that down to get through the hole in the wheel well liner that the retraction tube runs through. You can probably evaluate your particular installation better than some pictures I scrounged up off the internet. You have an exceptional aircraft and I’m sure you don’t want some vermin rummaging around in the interior.

Departure obstacles for RW18 mention a tower, 726’ from DER, 31’ high. Could that be a power pole? Only 30’ AGL at 700’ from the RW36 threshold is pretty low. Really glad the outcome wasn’t any worse than it was. Would the proximity of the roads parallel with the runway and crossing on short final (presumably with vehicle lights) add to site picture? Or would it be a distraction/disorientation...

That brochure is bizarre. Very observant Anthony! I must have had a subliminal impulse to fix it (very late last night), perhaps since I have one of those in my panel. Right above my DME 890 (which I refused to remove). The DME has a new display from Digikey so it should be functional for awhile. I’m based just south of the Beale (permanent) TFR and it’s too easy to dial up 108.6 and KNOW that I’m outside the 10 mile ring, in concert with my moving map. Hmmmm. BK AND Narco in my panel... is that a reflection on me?

Rivnuts. I have a mix - four positions are sheet metal nut plates, but the forward two positions are 10/32 rivnuts. Don’t mix them up when putting the fasteners back in.

Does you have the dual brakes? Could the shuttle valve be preventing flow?

I used the LASAR socks. The material seems like something rodents might not want to chew on, as compared to leather, perhaps. I used sticky-back velcro to attach them, so removable for inspections (in theory). I installed them on the wheel well side, not in the wing box. I did observe some duct tape residue next to the gear control rod passthrough inside the wing box and wonder if I should have installed them on the inside, but I’m not going to change them now (without good reason, of course).