Cyril Gibb

In light of the recent tragedies, I had a few thoughts on this topic. First, I was surprised to see the current sequence of spin recovery to be PARE (power off, ailerons neutral, opposite rudder and elevator neutral). Way back when LOP was standard practice, I was taught (in addition to the other recovery actions) to break the stall with big time forward elevator, not neutral. In particular, if you have manually or autotrimmed a significant up elevator leading to the stall, neutral "feeling" elevator will delay the wing AOA recovery. Thoughts? I regularly practice stalls, and don't particularly like it because even a minor uncoordination at a full stall break drops a wing one way or the other. Quite a contrast to a 150/172/pa28 that are incredibly benign during a stall or incipient spin. However, in addition to the stall horn giving an early warning, I find that you really really have to heave back on the yoke to get a Mooney to stall unless you've accidentally trimmed into it. It's hard to imagine not recognising the extreme pull on the yoke.

Just the yokes, or the shafts also based on the discussion following?

Is that a nylock nut forward of the firewall? Or is that question too anal for the MooneySpace crowd?

+1 We got the InReach several years ago for SOS primarily. Some peace of mind flying over remote areas, wilderness camping trips, or cycling out of cell phone range. Somewhat tedious to send SMS on the unit itself, but functional for intermittent use. I’ve not tried (or needed) to use it while flying. If we had an inflight emergency out of radar or comm range I’d switch on my 406 ELT. Using the Earthmate app is easier for texting. Probably doesn’t apply to many prople, but Earthmate (GPS enabled) is also useful for finding portage routes in wilderness areas using the included topo maps. GPS accuracy and sensitivity even under tree canopies is very impressive. Iridium satellite reception is spotty under canopies, but excellent in even a small clearing. We also use it outside of North America. I make sure that my contact list includes country code, and have never had a failed SMS. I have the email addresses included in the contacts, so there’s 2 ways to reach someone. The Inreach can send a text or email or both.

My Concord was installed in 2008. No problems starting in minus lots of degrees, but I preheat the engine. It's never had a complete discharge, or even a deep discharge, which destroys the capacity of a lead-acid battery. I personally don't see the necessity of a battery minder. If your battery goes flat in only a few weeks even in the cold or hot, it's either in imminent failure mode, or you have some parasitic load that should be tracked down and fixed. On the other hand, I did a bunch of touch and goes today after 6 weeks of no flying and didn't end up in a crumpled heap... probably due to CamGuard.... or LOP ... or using flaps.... or....

I may have missed a baggage comment in this thread, so apologies if I’m making a redundant comment. Although it’s Very rare that I have any back seat passengers, we need the extra 10 inches for our stuff while we travel. I only install the back seats for sightseeing passengers but leave the seats out almost always. We travel with road bikes (wheels removed) and camping equipment. No way we’d be able to stuff it all into a short body. That may or may not be a consideration depending on what your plans are.

Not suggesting fully retorqueing precisely because of what you said. A lot of effort for little benefit to the vast majority of engines. I think that the majority of cylinders coming loose are caused by either insufficiently torqued cylinders when installed, or unclean mating surfaces like paint. What I was questioning was if just sampling some of the easily accessable fasteners could give an early warning before failure. I’d really be interested in the other cylinders on these failures. I assume paint or inadequate torque would be common to the other cylinders. Has anyone tried the other cylinders to see if they are way below spec torque? If so, maybe torque sampling might be an easy safely check. (Of the easily accessible fasteners)

Perhaps there might be a spun, or partially spun main bearing shell as a result of the lack of case tightness if the thru bolts were loose? I’ve wondered if at annual time, checking the thru and hold-down cylinder bolts to 80% of the torque would provide an early warming of incorrect assembly. Not suggesting full retorquing, just testing for obvious looseness.

Clarence, using his long piano wire managed (quite easily) to get synch wires for my LED wingtip strobes through the existing grommets using a borescope I was holding through the access panels as he went. Surprised the heck out of me.

I'm still around. My number hasn't changed since I got my first cell phone in 1993. I've only been to Oshawa in my Cherokee Cruiser in the early 80's, never in my Mooney. I don't know of any problems with Gladys (touch wood). I think you may have me mixed up with somebody else. Every year we spend most of the summer cycling in Europe so doubt that I'd make Oshkosh, although I'd like to.

I remember it the easy way at least for me. Short words vs long words. - left, red, port - right, green, starboard Or if you want to go back to the 50s: being “POSH” port out, starboard home .... that’s assuming leaving europe for a trip to the colonies, you have a cabin facing south getting the sun each way

If you have time to react, most birds dive to avoid collision. Climb.

One of the TakeOff switches located on the flap relay circuit board.

DigiKey # 255-1878-ND $4.32 USD

The previous owner of Gladys installed a new prop with different rpm restrictions but just placarded the P1000. Horizon updated the innards no problem, and not expensive.

Unfortunately, at the moment, the Canadian dollar sucks. Because aircraft prices even in Canada are really based on the US market, the Canadian prices follow suit. Cdn30k-50k$ translates to 25-40 k$US which isn't a lot. Depending on Manitoba sales tax (Ontario is 13% for private sales of used aircraft) then your budget is really really tight.

I predict a fat lady insertion into this thread....

Interesting article about a Mooney nonstop trans-Atlantic flight... and a Mooney ad near the front cover: https://books.google.ca/books?id=yk-e7GrGplcC&lpg=PA2&pg=PA62&redir_esc=y#v=onepage&q&f=false Nov 1961

Your mechanic doesn't know his a** from a hole in the ground. Glazing is usually a result of poor break-in. Your cylinder temps are perfect. edit: was that worded too strongly?

+1 In addition, I like the green/red/yellow(restricted range) lights. They catch your eye where a mechanical tach wouldn't.

Interesting question. I was bitten by a dog while cycling in Mississippi a few weeks ago. I discovered that in that state, owners are responsible if their dogs bite your livestock, but not for attacking humans. Don’t know about aircraft damage.

Note that a Scimitar prop on an F (IO360A1A) has 3% INCREASED takeoff distances than the original prop, according to my STC documentation. Don’t know about cruise differences since I bought it with the new prop.

Correct me if I'm wrong. (as is often the case) Early in this same thread you mentioned you had an engine issue with water contamination. Later (this same thread) you advocated installing illegal sump drains which allows water buildup in our tanks that apparently based on your annual guidance you're willing to accumulate until annual time. Now again, you're mentioning the danger of water accumulation. I just ignored the sump drain suggestion, but am concerned about newbies that read that and don't realise the illegality, danger and insurance voidance of your recommendation. Did I just misunderstand?

Automobile engines aren’t a good match to the long stroke, slow rpm horizontally opposed aircraft engines with manual control of the mixture. Peak pressure vs rpm is also affected by the combustion speed (anything richer or leaner than stochiometric will be slower burning. There’s lots of articles from as far back as the 1930s. Here’s a reasonably concise overview: https://www.savvyanalysis.com/articles/controlling-the-combustion-event On the other hand, I’ve also heard that anytime somebody runs oversquare, a puppy dies.

That would be one of the worst things to do. On takeoff, you want to move the peak cylinder pressure to later in the downstroke to keep cylinder pressures and temperatures low. The 2 ways we have control to do that are (1) keeping the rpm high to have the burning mixture peak further in the downstroke and (2) running overly rich, which slows the combustion speed to have the same effect.