Andy95W

It almost seems like the new autopilot debate. Nearly everybody would like one but nobody wants to pay for it. Best thing may be to let a previous owner make the investment for you. In the case of 23 year old bladders and the grass strip- Awesome! Especially since you didn't have to pay for them.

Damn. I hadn't thought about that.

Stages of a pilot career: First you pay to fly. Then you get paid to fly. Then you get paid not to fly.

Hmm... That's an interesting point. It wasn't just the F model, but ALL the models were bumped up to 125 mph- they must've learned something from that twist wing and applied it to the standard wing, and given the F model that.

I found the same thing. Also, the Type Certificate Data Sheet shows all 1968 models with 125 mph flap speeds. Weird. Somebody should ask Bill Wheat if he remembers what, if anything, changed.

Russell Stallings is top notch. Definitely able to mention him in the same sentence with Don Maxwell, Paul Loewen, and others.

Curious! It was hard to tell what it was connected to- or not connected to- and I didn't look at it hard enough. As I'm sure you know, it should be a nice, straight run from cable end to attachment along the line of movement. The clamp above it, which is co-clamped to the tube structure (engine mount?), should be loosened and manipulated to provide a straight run and smooth movement. If that isn't good enough, I would consider removing the small black cushion clamp that is currently anchoring the cable housing and connect the currently unused clamp in its place. You can then use your fingers to straighten the wire end to get the proper length. It looks like someone was a little sloppy/lazy when they put it back together. Probably just needs someone to take their time with it and do it right. The old manuals were written with the assumption that mechanics had common sense and would use "acceptable methods, practices, and techniques" when working on airplanes. It matters less how it is "supposed" to be, and more that it works properly and doesn't interfere with any other components in its vicinity.

Thanks, Cliffy. Glad you got the chance to post the picture. Hope you were able to go flying while you were out at the airport.

Simple test for air in your brakes: pump the brakes 2-3 times. If the pressure increases, you've got air. If not, you've got more troubleshooting to do. If one brake is significantly more powerful than the other, you will need to replace the o-rings in your master cylinder(s). I had the same issue with my M20C. I rebuilt my brake cylinders, calipers, and parking brake valve. Nothing. I replaced my pads. Still nothing. I put a pair of calipers to my discs and found they were significantly thinner than spec. Turns out, Mooney changed the brakes sometime between 1964 and 1967. If your brake pads have three rivets, yours are the earlier ones. If 2 rivets, the later (thinner) ones. You can't just look at the Aircraft Spruce Catalog, it can lead you down the wrong path. Long story short: bought the right discs, brakes are 100% now. BTW, my parking brake still doesn't hold well, and I'm okay with not using it.

And check the difference between full throttle and idle while you're at it.

That ain't right. Disconnect the clamp and remove the cable. Reinstall with the clamp facing left, not right, and try it that way.

Firearms manufacturers.

Sounds like too much air, not enough fuel. Try opening the throttle only 1/4" (barely above idle) when cranking the engine.

Back in 1999/2000 when I was actively instructing, I had a student who got his PPL in a 172 and wanted to get an A36 Bonanza for himself and his family. He wanted me to "check him out" in it for insurance purposes. I agreed under the condition that he get his instrument rating in his new airplane. IIRC, we flew together probably 50-60 hours, to include his long instrument cross country flight (with his family) from Williamsburg, VA to Cabo San Lucas, Mexico. We both learned a lot that trip. Yes, it took longer in the A36 than just 40 hours in a 172 and a quick 5 hour checkout for insurance. A few years later when he bought a B58 Baron and got his Multi/instrument in that airplane, his instructor complimented him on his handling of the airplane and instrument procedures. My former student credited me for that, and called me to thank me for insisting he train in his A36. EDIT: Sorry, I didn't mean to come off as arrogant. He was the probably the best student I ever taught, but I still feel like he learned more and gained invaluable experience by training in the more complex airplane.

+1 But is a kneeboard technically a "gadget" in this day and age?

So the bottom line appears to be that the Mooney is the right airplane for you, but you may not quite be ready for the mission- yet. So, IMHO, buy the Mooney you like that fits your mission and get your instrument rating in that airplane. Don't chicken out and get your instrument rating in a 172 because it will be easier. You'll be grateful for the training in the long run. Don't attempt the mission VFR until you have your instrument rating. Don't attempt the mission IFR until you have considerable experience. But you will get there, and you'll enjoy the process along the way.

All great examples, and my gut also says that money is better spent elsewhere. But it also feels like holding a wolf by the ears- you don't like it, but you don't dare let go, either.

Because you catch more flies with honey than with vinegar. You may not like the flies, but you recognize the benefit to catching them.

I got my commercial license in my first M20C about 17 years ago. No problems and I probably passed because I knew the airplane so well. I definitely recommend it. I think the airplane appreciated the exercise.

If you think the world is filled with assholes, the rest of the world may not be the problem.

Checking the shower of sparks is pretty easy- remove #1 spark plug, go to TDC on #1 cylinder, have a friend hold your ignition switch to start (don't push so you don't engage the starter) and check for sparking to ground from the ignition lead. If no sparks, it is either the switch, p-leads, left magneto, or the shower of sparks box. The box is easy to repair. Good luck.

If you have manual gear, you'll definitely want the inertial reel. If not, you'll wish you did every time you have to change fuel tanks. I put the fixed belts in my first Mooney, inertial reels in my second. Prefer the inertia reels.

Adding shoulder harnesses is now a minor modification, so no STC or field approval is required. An A&P sign off in the logbook is necessary, however.

Yup. Flat spotted the tire, lucky it didn't blow. Bad pilot technique. Since then, if I really HAVE to get stopped and off the runway, I retract the flaps before laying on the brakes. But no, I wouldn't want an anti-skid system on my Mooney.

Correct answer: Boat anchor!