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First Acclaim off the assembly line day before yesterday. I looked for a post I made before Mooneyspace switched over, stating something about Mooney not making another plane for a couple of years. The absense is over!!!!!!! Df

Not bad considering that a fully loaded Cirrus SR22 GTS costs same. Don't know about you guys but I'd much rather take a new Acclaim over the Cirrus.

Your original mechanical clock can be repaired. After all it is a vintage Mooney, you have to keep something original! These guys did a great job. Jacobs Instrument Services Address: 807 N Waco Ave, Wichita, KS 67203 Phone:(316) 267-7406

I am thrilled that Mooney is back in production. Hundreds of thousands of dollars going into factory upgrades of equipment. Nearly a hundred employees back to work making the best airplane in the world!

Has anyone got a good recommendation for an upholstry shop in Ft. Worth? My plane will go in for a full panel upgrade and autopilot install and will be down for a month. I'd like to have interior re-done while its in the avionics shop at Spinks Airport. Thanks, Don

I feel the same way sometimes, but if your current plane meets your missions, then you've go the right plane for you.

They will get it done. Just takes a while to add up all those numbers. Sent from my iPad using Tapatalk

No Sir... All blade angle must stay within 2 tenths of a degree from one another. The difference between climb angle to cruise angle could be as much a 7 pitch inches. In the center of the hub there will be an adjustment that you can turn that will allow you to flatten the pitch(climb) of all blades in the assembly, or increase pitch(cruise). It takes longer to remove the spinner than it does to make the angle change.

The nut looks like it is only tightened to the locking portion. (Assuming that is how it was found). Is it possible it was installed and never torqued? That would explain the worn threads and possibly even the stretch, as it hammered back and forth. Would be great to see tear down photos of the rod and the other bolt.

If only I could afford to play that game. There's always the Lotto, makes me happy to hear about any success stories of U.S. Aviation manufacturing I remember as a kid at Hayward airport and going into the different dealerships like they were selling cars. Average prices were under half a house now 3 times more. I hope they don't all go overseas. Interesting question if you could what would you buy?

Don, you can have mine if you want it; send me a PM. The old 8 day clock not only keeps good time, it adds twenty minutes a day. I replaced it with an Aera 510 which keeps time to the (nano)second and has other features as well.

How about NPHNX? "From the ashes.........."

The "N" should be LZRS1--short for Lazarus rises! The great Biblical story about perseverance!

Everyone has an... opinion. And here is mine for buying old Mooneys: figure out the value of the engine uninstalled, look up the uninstalled avionics prices on ebay and add the 2 numbers together. These days the hull should be free and the bits are already installed. I think you have about 25K worth of engine and 3k worth of avionics here. Add on something if it looks pretty. Pay very little when you buy as you'll be plunging money into the sweetheart for the rest of your days...

News flash...Rumplestiltskin awakens from one hundred year sleep and say " Ididn't know that power lines can kill you" Your magic is weak...

Update: It turned out the quick release was damaged (wonder if it happened during the initial attempted oil change?). Since they were not able to find a new quick release (without me spending a fortune - welcome to Europe ;-) they just installed a new plug. I flew today for almost 2 hours and no issue. Glad to have that resolved. I will be home in the US in a in July and want to pick up a new "quick drain" valve. Any recommendations on what to get/where? Sent from my iPad using Tapatalk

Why don't we wait for the official report from NTSB. Then we'll see what happened and we all can learn. But until that report comes out or our fellow pilot decides to share with us exactly what happened, any discussion on this is not above common gossip. There's no educational value in gossip. I fly to GED on a regular basis too. I'd love to learn what happened. Let's be patient.

Yeah, flying with one hand on the yoke and one hand on the trim wheel just doesn't sound right. I think there is an adjustable friction on the trim wheel, though. I had the cover off last annual to clean under there and I had felt pad that rides on the left (inside) surface of the trim wheel. It was choked with carpet fuzz. My IPC doesn't show it, but I have a later version from the mid-70s that I think is similar. It goes back as far as the '65C. Take a look. Under index 14 is listed a "BRAKE ... NI" (NI - not illustrated). I haven't found any adjustment procedures, though. Your the '62B had a little different trim wheel installation. But, since you've got a 'C' I am guessing it's similar to the attachment. Trim Wheel.pdf

Dave Savior has always got the best rates for me. usaircraftfinance.com

Congratulations Tim. It is a great looking interior. Good call on the sheepskin inserts.

I will soon be posting my 1980 Rocket due to medical issues. Brand new paint & leather seats. 3200TT, 150SOH, GNS530, KFC200, JPI711, GTX330, GDL69, Stormscope, Speed brakes, Hoskins Fuel flow, much more. If interested, send me your email with your questions and for pix.

You can slow from 200 MPH IAS to 140 MPH in 3 miles if you hold altitude.

I'm starting to think very low CHTs are a concern also. My cylinders run cold no matter what and so at 65% power LOP, they are well under 300 degrees. I have now experienced lead fouled plugs, a sticky valve and observed lead deposits on the tops of my pistons. I lean all the time, on ground and in air. Full rich on take off (given my sea level status), but use target EGT method in the climb. On approach, I go full rich for the few minutes in the pattern until on the ground, then lean again. I'm starting to think there might be something to this scavenging thing and I'm on the fence about starting to use TCP in the fuel. Given my cold cylinders, I now run very close to peak most of the time now. My engine runs crappy deep into LOP anyhow, so if I want to go slower, or save gas, I lean to peak and then throttle back. I pretty much stick to 65% power, either by fuel flow, or the ROP, the POH. I guess if you have a plane where the cylinders run hot and you have to watch going over 380, then running well into LOP makes sense, but for me, peak, or slightly lean of peak, like 5-10 degrees, seems like the better and more efficient choice. Life will be so much better when they do finally get rid of lead in the fuel IMO.

One thing to consider having on Rocket is Long Range tanks. Without them the plane has shorter range than the original M20K. What good is a fast plane if you have to make pits stops. José