yvesg

In Canada we don't wash airplanes. Two much work scratching away the ice and it kills the paint job!

Thank you Zane. I got the 1965 from Robert. Cheers!

Right. Thanks to Robert. This is the #1 forum for me. period! Yves C-FQKM

Hi All, I need to send the manual to a local CFI. It would be a pain in the butt to scan the one I have which will fall apart. (And my scanner needs sheets to be inserted) Would any one have the POH in electronic form? I believe any 1965-1968 would do since there are relatively few changes. Thanks in advance. Yves C-FQKM

Thanks Paul for all this highly valuable information. When we are ready to go around there I will definitely evaluate all the options you listed. I would definitely like going with a group ... which provides an additionnal level of safety. I am actually going to L.A, on this coming Friday to visit my son (Not with the Mooney because I only have a few days and the trip from Eastern Canada would take all the time I have, taking a longgg week-end) There is a good chance we will go to San-Diego during the 5 day visit we have planned. My son lives in Cypress near Los Alamitos base. Regards, Yves C-FQKM

Thanks Kortopates, The further I went south with the Mooney is Martha's Vineyard Katema's field. Since taking full ownership a few months ago I am making plans to go further than that. One place I am interested to go is San Felipe (Baja) because my son lives near L.A. and we have planned to go there with the Mooney some time next year. I'd be interested to find out if other Mooney pilots went there and encountered any issues. One other location I want to do at some point is Cuba! The beaches there are out of this world. For Byron's trip accross... I would only do this with another Mooney coming along, this way if you need to ditch, much better chance to have emergency crew find you... however the other aircraft could not circle for too long above because of fuel issues. Yves C-FQKM

Did you park your aircraft there for some time? I would be worried to leave my aircraft unatended for some time in a place like this. Is the guard there 24 hours a day? Yves C-FQKM

Thank you for the offer N201MKTurbo. I have already got John above to send springs to me. If this does not work, I will get back to you. Yves C-FQKM

I would really like to hear from new mini iPad owners how well they can read plates in flight on it. I am thinking of getting an iPAD (my first) and if the plates can be read OK, it will be the mini. Yves C-FQKM

Hi Ned, we have met a few years back. I do remember but perhaps you don't. I actually know your nefew Sylvain Gravel who played volleyball with me for several years. I have not speak to him for years now though... Regards, Yves C-FQKM

I do not know if the J is built the same as my C in this area but: Check if the muffler rubs against the cowl flaps. I had this happen due to a broken spring. When cowl flaps are open the noise stops. Yves C-FQKM

Marks, this is very nice invitation and we will surely contact you sometime in the spring. La raison pour laquelle nous avons ce merveilleux avion est pour nous permettre de faire de beux petits voyages dans ce genre! We acquired the aircraft recently and it is going to get some improvements and overdue maintenance done soon: It is getting the LASAR cowl closure installed, new gear pucks etc. and we are flying with AA to California mid-November so quite busy here for the fall. Wife wants to go shop to New York and I like the beach (we both love lobster). I would like to extend the same welcome to you marks and Amelia. We are based at CYRO, Ottawa which is an airfield located in the National Capital. On this site we have the Canadian Aviation museum just across the runway. There are no large permanent TFRs for the city except a few restricted areas a few miles wide over the parliament and the prime minister residence up to 3 thousand feets. There are no Customs at CYRO however this can be cleared at Cornwall or Ottawa International. CYRO info: http://archive.copanational.org/PlacesToFly/airport_view.php?pr_id=1&ap_id=76 In Canada, it is hard to find airports where you can get courtesy (crew) cars. However several could make arrangements with rent-a-car companies to pick you up. And if some Mooney folks want to visit Ottawa, I'll be happy to provide any assistance if I can to Mooney flyers. Yves C-FQKM

Thanks all for your feed-back. This is greatly appreciated. 1964-M20E I sent you a PM. KJATCt, thanks for the info on the kit. This seems like a permanent solution. Do you know how much it costs for the kit? Regards, Yves C-FQKM

Marks, I definitively want to go back there, possibly this coming year. From Canada it is about a 2 hour flight which is great to get to a relatively warm water coast beach. I do not remember when we went if the bi-plane was there or not. I have several good memories of this flight: Taking off behind F-16s in Burlington VT, US custom agent seized our California grown apples in our lunch cooler (because the wife removed the stickers from them when washing then at home): After the agent asked if we also had vegetables...When the wife started to say: We do have..(in French) I immediately said "NO WE DONT". I don't mind loosing the desert apples but I would be really upset not having my celeri with my meat sandwich!... so that took care of it. lolll I'll let you know when we have firm plans to go Mark! Yves

I need to replace one of the two springs pulling the exhaust pipe to the firewall in my M20C 1965. These two springs prevent the pipe from rubbing on the cowl flaps. Would anyone know where I can get this item at a reasonable price? Would anyone have such a part available or know how I can get this? I sent an email to an MSC in California shop a week ago (I will be around there next month) and no reply :-( Price quoted by my local mechanic is way too high for what this should be really worth. Thanks in advance. Yves C-FQKM

Marks: Are you based at the main airport or Katama? I flew to Katama many years ago with wife, son and gorgious blonde to spend the day at the beach. The runway is kind of rough for a Mooney but a 65C can handle it OK. Yves C-FQKM

My youghest is now 18, I did record in my log book passengers name and he came with me over 80 times before he got around 15 years old. When my friends ask me how much my kids like to fly I answer this: Not more than a drive to the convenience store... Yves C-FQKM

I have 5 kids and own a 4 seater M20C. Now they are grown up however, about 10 years ago, me and the wife took some friends flying in that same Mooney (I was partner with someone else then on the aircraft) and I recall the comment from my friend: Yves... that airplane... you will never fit all your kids in there right? and my answer... you know... this is to get away from them...and fast... Humour of course! Yves C-FQKM

lmfao carusoam! Yves C-FQKM

Who are the other guys? My cover is near the end of its life and will need to order another one soon. I really like it and would like it to be the same. The manufacturer patch is gone. It has two straps up front and one in the back. I believe the previous owners got it from them. Yves C-FQKM

I just searched the forum for tail cone and did not find anything. Some bolts were replaced when performing M20-313A. So then is the 1 degree to the right supposed to be relative to the fin or the tailcone? Is that 1 degree to the right there to counterbalance the tail cone issue? Regards, Yves C-FQKM

Hi guys, I noticed a few flights ago that I had a left wing heavy situation. I found several threads where the rigging procedure is well explained so today I went to the airport and elected to verify if the rudder had the 1 degree deviation to the right when the nose wheel is up and the rudder pedals clamped. So I clamped, I raised the nose wheel by lowering the tail tie down hook and took a look. Results: The nose wheel was straight OK. The rudder was almost straith with the vertical fin but was about 1 or 2 degrees to the right in reference to the tail cone. The issue I have was is: The tail cone is not aligned straight with the vertical fin. I have a 2 - 3 degrees bend or something on the pilot side. (This would explain the left heavy wing). I went to look at another Mooney on the field and it seemed to have a similar misalignment but about only half of what I have. My question is: Is the tail cone supposed to be exactly aligned with the vertical fin? The airplane had SB M20-313A done in the spring during annual and is it possible the mechanic who did this messed this up? This seem to be about when I started to notice the heavy wing situtation. Upon doing this SB, wouldn't we want to check if this affects the rigging? Yves C-FQKM

My installation is not started yet: I have yet to decide if I go LASAR or ARI... one of my local options (shop) found a source for a second hand spinner (which I need replaced anyway due to a very minor crack).. looks like I will go LASAR without touching any of the lower part of the cowling. Final call will be made Monday... still waiting for a quote. I will record numbers and take pictures before the mod is done. I am also getting the pucks replaced and a few minor things done... next will be the paint. I'll post pictures. Yves C-FQKM

Agreed with you N601RX, the ARI mod is another option for me. I looked at their web site and they have several versions. Now how would these different options affect access to the engine parts? When they mean permanent, will this prevent easy cowl removal? The pictures on the web site do not work for me, I need to understand this better: Permanent Installation. With the permanent installation, the ARI top cowl and bottom cowl are both riveted to the nose of your Mooney using cherrymax rivets. Permanent Top - Removable Bottom. With this installation, the top cowl is cherrymax riveted. The bottom cowl is installed with #6 rivnuts and machine screws. Removable Top - Permanent Bottom. The top cowl is installed with #6 rivnuts and machine screws. The bottom cowl is cherrymax riveted. Removable Installation. The top cowl and bottom cowl are both installed with #6 rivnuts and machine screws. Sandwiched Installation. This is similar to the Permanent Installation, except the trailing edges of the top and bottom cowls are sandwiched between the aluminum laps (joints) in the existing aircraft skin for a smoother installation. This installation required a new mold which added material to the edges of the top and bottom cowl sections so they could be extended between the aluminum lap joints near the front of the existing aircraft cowl. Other cosmetic changes were also made to improve the appearance of the installation.

I periodically check the stall warning on a pre-flight by: Turn the master switch on. Go outside and push the vane up manually, expect the stall horn to howler. Run back inside turn off the master swtch. Yves C-FQKM