1967 427

Count me in + the wife! Since we will be splitting time between EAA and family in Sheboygan, I plan on flying to KSBM, then driving to Oshkosh. Can't fish for northern pike in San Carlos, Ca.

I just signed up. I know it's late, but we don't need to eat, we just want to see all the Mooney's.

You will have to zoom in, here is what mine looks like. Slightly less than 90 on one side and very close to 90 on the other.

I feel your pain in trying to determine the real reason for your gauge reading high. Several months ago on a quick little flight, and I noticed the temp gauge almost pegged. On landing I checked the oil cooler by touching it and found it dead cold. Being methodical I pulled the TC and placed it in boiling water along with a multimeter that has a thermocouple. Both multimeter and the aircraft gauge correlated. Next the vernatherm was pulled and placed in the same water, it didn't open, problem solved. It was replaced with a new 85C or 185F vernatherm. After the vernatherm was replaced, life was good for about 2 months. Flying up to Tahoe I noticed AGAIN an elevated temperature, not quite pegged but real close to the red line. On landing I checked the oil cooler, and observed some temperature there, I felt like all was working well, and the reading was false. A couple of days later I fired up and watched the gauge very closely. On a 60 degree day and at start up, it was already indicating 80+ degrees and quickly rising. My first thought was the thermocouple. I spent a lot of time checking resistance reading from the TC, and they looked good. (I'll shorten this way too long post). The gauge was removed from the 6 pack, contacts cleaned, and now it works perfect. Poor contact increased the resistance and gave a high false reading. Now in cruise it sits solid 185 to 190.

Here are the additional close-ups of the wing, sorry it took awhile. Occasionally life gets in the way of flying.

There are 2 Mooney's that, in my opinion are not airworthy at my airport. (Again this is only my opinion, I am not an A&P). It might be difficult to see in the picture, but there is a sawhorse holding up the wing. This plane was tied down near the tower, and there the wing was actually laying on the ground. It was recently moved to its present location - out on the back forty. The other, sorry I don't have a picture, is a Porsche Mooney. It does look airworthy....other than the moss all over it. At one time I considered tracking down the owner and making him an offer, then I researched what it would take to transplant a real aircraft engine.

Since we don't have any kids, I concider these as my children 1967 427/435 roadster and my 1966 M20C. The second picture also shows my first little bird 1973 C150L. My wife said something had to go (me or one of the kids) . . . Just kidding

SolidWorks will be my stating point, but I do not have access to the add-on utilities to have it spit out an answer. I will take the solid model an input into a stress analysis software to complete the calculations.

So back on page one of this string I made comment that the main reason to tap the brakes was gyroscopic affect. I am an ME and I am willing to take on the challenge of calculating the difference in force reguired. There are some assumption I will have to estimate; mass, rotational velocity,length of arc of curve. I will keep these parameters constant in both simulations, the only difference will be the rotational force of the wheel spinning at 70mph. This force will then be multiplied by 2. Someone made an estimate of the wheel weight of 12lbs for each wheel, I will use this as one of the variables.

I don't often comment, I just love to read the comments people make. But I have to throw this out there. We are all pilots and should understand the words "gyroscopic effect". This is the reason we should ALL tap our breaks. If you have a J bar, you will notice it takes less effort to raise the gear, and for all you unlucky guys that have electric gear, this will lighten the load on the motor and extend motor life.

First of all congrats on purchasing a Mooney. I also purchased a Mooney from then about 5 years ago. I feel your pain, but as commented in a previous post, the longer you own her and groom her, the better she will become. I would not hesitate in jumping into my bird and flying cross country, or at least to Oshkosh. Now for playing dad. Shame on you. I'm not saying that the local shop was in "cahoots" (yes I have to use father words) with Skywagons, I am saying that the proximity of both Top Gun and Laser (both are authorities in Mooney) would definitely give you a more warm and comfortable feeling since Mooneys are their expertise. I personally used Top Gun and they generated two thorough lists. One list of items that needed immediate attention and a list of items that didn't preclude my plane from being airworthy, but if I had unlimited financial resources, could be addressed. 5 years later I have been slowly checking off items on the second list. I know that you haven't had much time in your bird yet, but I hope you will enjoy yours as much as I love mine.

Looking good. How is the learning curve going with the AMU's? How many hours in? And what is the percentage complete? Or how many hours to go?

Anyone considering this mod has probably come across this web site. It constructs 2 smaller access panels, which is a nice option to have, and seems easier than modifying hydrolic reservoir. http://www.coreutilities.com/mooney/201Windshield.html.

I spent close to 10k on my top prop, love the cowling design, but not going to give up my prop for it.