1967 427

My tail cone is fix, I thought that was visible in this picture, and the person (my wife) isn’t hidings she is hard at work assisting in keeping my second favorite lady clean.

WOW, I’ve owned my 66C for 7 years and never knew that there was such a thing as a short and a long rudder. I knew from day one that I had a lot less rudder on my Mooney compared to my Cessna. My airport is notorious for crosswinds, and I was taught both methods for flying on final - cross controlling and flying runway heading and also flying crab, and kicking it around to runway heading as I am flaring. I realized that my preference was to cross control. With a good stiff crosswind the only way I can make a good landing is crabbing it in. Just takes a bit of getting practice and getting used to, and one deal with rather heavy crosswinds at large angles. From what I have just learned, I have a small tail.

I have a 66C and I'm 6'4". When I get in, which is easy now, but originally difficult until you get your routine down. I move the seat to the first position and I am very comfortable. 90% of the time it's just me and my wife. When we have others in the back, I have moved my seat one extra position forward, it's not that uncomfortable but I wouldn't fly cross country that way, but for an hour or two, it's a piece of cake. Love E's but couldn't pass up on my C.

last year we flew, but this year we going commercial. Count my wife and I "in". And for all you haters out there that say I should be flying, just remember as your flying there, I'm enjoying a cocktail and a movie. Paul and Mindy

Sorry to hear the bad news about your bird. My wife and I met last year at Oshkosh, hope to see you there again this year.

I think most pilots will go to altitude if they are on a flight that will last more than 1.5 hours. I normally go to 9.5 to 11.5k and at those altitudes I go to WOT, and back off (as others do) until I see the MP just start to drop. Below you can see I am @ 10.5k ft., 2500rpm, 18.7MP, which calculates out to 60% power. The engine loves it as indicated by the T&P, the last think I want to do is to hurt my engine, and I get to take advantage of the winds aloft. If you look closely you can see that I'm showing 170kts across the ground. Fun to see 170 in a 1966 C.

The roll pin is spring steel which has a phenomenal memory. I have found the same situation on some old equipment at work. I found a nail with a larger diameter than the inside hole of the roll pin. Using a vice I was able to force the nail inside the roll pin, then used a smaller nail to tap out the larger nail. This opened up the diameter just enough to made it tight enough to hold in place.

I've owned my 66 C for about 7 years, loved everything about it. But as time marches on, gravity has been taking its toll on my headliner. As a started to investigate what is failing, I assumed the fibers from the headliner were deteriorating. To my surprise I found the headliner glued directly to the foam insulation. The insulation Is crumbling away from age. Why would the shop (some interior shop in San Diego that no longer exists, no surprise) glue it directly to the insulation? Was this a normal way of doing this? Were they trying to save weight? Were they cheap? I would assume that the right way would be to glue the fabric to a piece of flat .063 thick ABS. This piece could then be held in place by all the trim. Since the insulation is failing it will also need to be replaced. I found a link to 1/2 inch closed cell soundproofing foam on another thread, which seems to be the best choice. Any other suggestions?

FYI, guys this was more so a shot at my wife than an actual question about trade mark registration. She is way to young to consider retirement, let alone the fact that now she has too much time to create more projects for me.

I think my wife has decided the she is retired. So with time on her hands, she comes across some interesting deals. In her Craig's List searches of "free stuff" she came across a free signal light. It is a newer one, all made of plastic, but the actual size of a true metal street signal light. Perfect for that corner in the hangar, but in the process of reviewing what I need to get this thing lit up, I found an "alarming" similarly between the manufacturers logo and our Mooney logo. Bordering on copyright infringement? You be the judge.

Not that I want to correct you Hank, but I am going to. There are a ton more than just 2 types. Hank is correct you really have to make sue that you're using the correct type.

Funny that a comment was made about the twist in the wing (I guess us pilots think alike). I say that because the last time he went out for a flight, I was able to catch him as he was getting out of his plane. I introduced myself as a Mooney guy, and I asked him about the slight visible twist in his right wing. He introduced himself and stated he had his PH.D. in aeronautical engineering and that he personally generated that twist. Being an M.E. I tried to keep up with his theory behind the reason he twisted his wing. (I must admit it went over my head). He was a really nice guy and a phenomenal pilot. He offered me a ride, but I just didn't have the time.

Let me start by saying, I am not an AI, but I think this guy's wing has meet the end of its service life. I don't know if a certified mechanic can really make a definitive diagnosis from just a picture. If he can, that is the guy I want working on my plane.

Everyone has covered it well, don't sell yourself short 400 + hours is the perfect time to move on up. Your insurance will want 10 hours with an instructor, but that is the norm, and will fly by (yes pun intended) I am 6'4" and still fit into my "C". I love my "C" and wouldn't trade it for any other plane (maybe a J). My only advise, if you can spend a bit more on the purchase price, you will be better off than buy a 35k plane thinking you can upgrade it less expensively than buying one that is done. Love the manual gear. Love the manual flaps. They don't fail,as long as you don't forget.

After reading about your switch, I wondered what mine looked like, I couldn't picture it in my mind. I found that mine had the same issue as yours. The previous owner solved it with a short piece of rubber tubing.

What a great day! I knew it would eventually come, it just seemed like it's been much longer than it actually was (like a dog welcoming you home as if he hasn't seen you in weeks even though you only went to the garage 2 minutes ago). While picking it up today and taxing it out I was excited and looking forward to what would be a minimum of a 3 hour flight. I relish in the fact that I enjoyed the flight today just as much as my first solo flight some 30 years ago. I like to ask people what their super power is and when they look back at me a little confused, I love to say. I can fly!

My is a 1966 M20C, as I recall, it was a piece of cake. I prepared it for my mechanic. Didn't have to touch either mag or prop governor, just pulled battery and battery tray. I might have also pulled oil filter, but wouldn't bet a lot of money on the oil filter. (FYI, I do have a gambling problem)

When I had a high oil temp indication, 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. (now that I think about it the old vernatherm might have had an AD on it)

I suppose writing this is just my therapy to replace actual flying. My left wing tank had started leaking and needed a full re-seal. Knowing that the weather was not going to be conducive for flying, I thought it would be a perfect time to get the job done. Well that being said, I now realize that knowing that you can't fly (at a moments notice) if the weather clears, really seems to leave a hole in my heart. And to answer my wife's question of "Why don't you go flying with a friend?" I think we all know it's NOT the same. I'm hoping that the job will be completed and a break in the weather in the next couple of weeks. Maybe I'll pull the car out and go for a drive, that is if it stops raining. Ok I feel a little better now.

Aren't there app's for that? I downloaded WnB Pro, for one reason only (ramp check! !) in seconds you can show your inside the envelope. Obviously the information is only as good as your setup of arms and weights. In cross checking the app it is accurate, but it really is't anything above a pretty excel spreadsheet.

Had to find an image.

I second that.

Dilemma? No a dilemma is finding corrosion on your wings main spar. What you have is a fun little project. Matching the paint would be great, but I can almost guarantee that something will be slightly off the tint, sheen, or finish. This may not bother you, but every time I would be getting in I would notice it. When I purchased my Mooney I the caps were already painted red, and I love them. Just a couple of observations not sure if you had them disassembled prior to media blasting,, disassembly and a new o-rings are a must, AND l know I am stating the obvious here, but a strong and fuel impervious paint is a must. Just my $0.02

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.