Andy95W

+1 Also check to see if your nose gear steering and rudder are not rigged together correctly. Taxi straight and note the position of your legs- easiest if you note the distance of your kneecaps from the bottom of the instrument panel. Take of, fly straight and level with the ball centered, and again note the position of your legs/knees. If it is significantly different, tell your mechanic.

It sounds like your engagement lever is not rigged correctly and is allowing the fluid to bleed back on its own, or you have multiple o-ring leaks. My suggestion is to order an overhaul kit from LASAR and have your mechanic start an e-mail conversation with them to repair it and rig it properly. They are very helpful, and it goes without saying, knowledgeable. My only other suggestion is to make sure, upon reinstallation, that all hydraulic components are filled with fluid before installation, or you will spend hours pumping until the pump is primed.

Although it is a great battery, I am 95% sure it is not legal for certified aircraft. I think it falls into the category that if it WERE legal, everyone would be using it, and since nobody else is, it probably ain't.

So, you're flying into your local towered airport. Just after you touchdown, the tower says, "Mooney, go around, disabled aircraft on the runway!" I have to assume your response will be, "Unable, that's a hazardous maneuver, and the guys on Mooneyspace agree with me." I completely agree with NOT doing 10 Touch-and-Goes an hour in a Mooney as though it were a C-152. Practicing one or two a month is a completely different matter, and could be beneficial for that day when you start to porpoise or when the tower tells you to.

LASAR used to have modification kits but I'm not sure if they still offer them. Nowadays most shops just make their own. The gyro instruments mount directly to the new panel. Some of your gyros may have a canted adapter to keep it verical but that will no longer be needed. The bottom of the panel will use shock adapters to mount where the old panel mounted. The top of the panel will use 90 degree angle material to offset the top to make it vertical.

Not sure what the problem is, this 1962 sales brochure shows acres of back seat room in a short body Mooney. I figure she's either 12 years old or only 4'10", and probably the smallest woman working at the Mooney factory in 1962. Someone should ask Bill Wheat.

I thought it must be a typo, but yes, my manual says the same thing. Funny, though, the 1970 POH says to ENRICHEN 25 degrees after finding peak. And it only took 8 years to find and fix the mistake in the POH!

3 people in an M20E or C is very do-able and not at all uncomfortable. The person in the back can sit a little side ways and have no problem. 2 adults, 2 children is also no problem. 4 adults gets tight for more than an hour and is also tough going for weight and balance. People say the F/J/K fuselage is a little more pitch stable, but I've never really noticed until you get to the L/M/R long bodies. The MAPA article was good but I truthfully didn't notice much difference in the pictures of rear seat leg room. Plus, I fly from the front seat. Love my C!

That's an example of a captain that everyone hates flying with.

We've seen similar discussions about not doing full stalls, not using flaps on take off, not retracting flaps on landing rollout, not flying lean of peak. Now we're not supposed to do touch and goes... just in case. I guess I'm not sure when we became afraid of our machines. Shouldn't a proficient pilot at least have the ABILITY to do these things, depending on the situation?

Carbom monoxide (CO) will be absorbed by the blood's hemoglobin more readily than oxygen (O2). Therefore, even though there is plenty of O2 available, the blood can't carry it to the body because the hemoglobin is filled up with CO. That's why the symptoms are so similar between Carbon Monoxide poisoning and hypoxia.

My suggestion is to take the broken one, and the one off the right side, to a local welder for repair. He can use the good one to make sure the dimensions stay correct. When complete, you can zinc chromate it yourself or just paint it any color you want. To be 100% legal, have your mechanic inspect the weld and sign off your logbooks.

It sounds like you have a pretty normal IO-360. 220's is a bit high for oil temperature, but the green arc goes to 225, so temporary 220's at hot/high elevations should probably be expected. EGT is only tangentially related to oil temp. EGT can raise CHT which would then subtly raise oil temp, but your CHTs are really good, so that's pretty doubtful as to cause. Oil temp is really all about airflow. Climbing at 120-130 MPH (unless you need Vx or Vy for some specific reason) should probably be your norm. There is a thread here about climbing at Vz, which roughly equates to Carson speed (about 136), for efficiency. The cowling mods are supposed to help airflow through the engine compartment. I noticed a slight (very slight) decrease in CHT and oil temp after installing the LASAR cowl closure.

You've described my trim exactly. I always figured it was a tiny bit of resistance along the each component of the whole trim circuit: chain, gearbox, multiple universal joints, phenolic blocks going through bulkheads, aft gearbox. Each item, not that bad. Added together, considerable. I think it could be worse, though. There is another thread: trim noses up during bumpy flight Started by CGinSD, May 22 2014 10:21 PM http://mooneyspace.com/topic/12140-trim-noses-up-during-bumpy-flight/?hl=%2Btrim+%2Bnoses

Second guessing a pilot with 5000 hours of high altitude experience is misguided and shows an utter lack of understanding of the insidious nature of hypoxia. It is not as simple as saying, "I would have declared an emergency" or "I would have descended to 10,000 feet". Hypoxia limits your ability to think clearly. Worse still, one of the symptoms of hypoxia is a sense of euphoria, ie., that there is nothing wrong. I commend the pilot for recognizing something was wrong and forming in his oxygen-deprived brain the idea that he had to descend. I find it unfortunate and sad, but understandable, that he was unable to get his brain to act upon that idea. BTW, this is not uncommon; remember Payne Stewart from 1999?

Cheapest pre-oiler is a good starter and a freshly charged battery. With the spark plugs out, turn the engine over with the starter 2-3 times for about 20 seconds each time. With a decent battery, oil pressure will show in the green.

Carusoam said his hand written note said .023 drill; Poloto's PDF noted a #70 drill bit, which is .028. Think we are talking about the same thing here. Still curious to see what Cliffy's old time A&P buddy says.

Another +1 for the C!

Thanks for the clarification. Whoever would've thunk it?

Sorry, Cliffy, I agree with Mark. The statistics seem kind of... hinky. Was this at a FAAST team meeting, or some other safety seminar?

Cliffy / Carusoam - thanks for posting. Nice to learn new things. Does anyone have a copy of the engineering drawing that has this weep hole? Cliffy, please let us know what your "real old timer A&P friend" has to say.

I didn't want the inertia reels at first, but the price differential wasn't that great so I got them. Boy, am I glad I did. I prefer the IR over the fixed by about 2:1. So comfortable I leave them on all flight (unless I have to get up to use the lav). Wife really likes them, too. She feels more like she's sitting in a modern vehicle and not a 60's vintage VW.

Great write-up, thank you. Best information I've gotten about the Top Prop.

What a great idea for instructing in someone else's airplane! Thanks for posting!

I have the same paint scheme, also in red. My airplane was in the LA area from 64-95. They probably crossed paths at some point.