mike_elliott

Speaking of Don, he just posted this on the Mapa list I receive about 6-8 calls a year about stuck trim wheels. Recently an accident was caused by one. There has been a Service Instruction regarding this since 1990. Why it is a Service Instruction instead of a Service Bulletin or AD, I do not know. What usually happens is the pilot is using the electric trim in the landing flare. The trim runs up against the stop and it will lock the wheel and trim full up. Not too bad unless you have to go around. If you encounter this, fly the plane, get some altitude, use less than full power if need be. Once safely at altitude you can break the wheel loose but you must get real ruff with it as we say here in East Texas. Real ruff!! You can’t break the wheel. This service instruction changes the stops so that it will not happen. It seem like the worst model is the K model. Check to see if you have an affected model or SN. I recommend compliance if you do. Someone please share this with the other lists. Someone recently asked in another thread why I take the Bravo to Texas for it's annual. Don's knowledge to make sure these kinds of things are dealt with before they become my issue is one reason why. I am not saying that there are not other very knowledgeable shops/IA's, just Don has my back on this one.

at many FBO's, on Saturday morning, you will usually find a group of older pilots sitting around a "table of knowledge" hanger flying and sharing other legendary fables. Asking them will usually generate a good hours worth of social fodder for them.

Think of it as a "corkage fee" when you supply your own parts. You are asking the shop not only to provide the labor piece of the solution, but also the fully functional part of which they don't have complete control of the process. That said, the shop should be communicative of all costs up front, and not gouge on parts markup. The reputable ones dont, have more business than they can handle and have to schedule, and are making a very good living as they should. Just my .02 USD

Congrats! Depending on the condition of the plane right now, $3K annuals should be fine for a fine J. You are fortunate to be located close to a great group of guys Eric and Paul of Oasis Aero in Willmar, Mn. They will put and keep your new mistress it top shape reasonably. They are Mooney's newest MSC

Hi Floridapilot: I am close to you being in Tarpon Springs. I am a Mooney Specific CFII master instructor that specializes in transition training and instrument ratings in Mooneys. Unfortunately I do not train folks in the Bravo I fly because it is not insured to be a trainer. Lord, I would hate to see what that would cost :) I would be happy to give you a flight in it, other than it is going to Texas for its annual as soon as I get back to the Bay area from training a new Acclaim owner next week in Atlanta, and Ill pick it back up sometime in Jan. That said, the Mooney Lunch group will be meeting in Punta Gorda next Saturday. Reach out to David Taisch to see if he can hook you up with someone who can give you a lift to the lunch! Great group where you can get real up close and personal with Mooneys of all shapes and sizes! daveanruth AT OAL.com

I would be really surprised if it only took the A&P 30 minutes to round up the tire and tube, round up the tools, get to the plane or get the plane to him, change the tire and tube, and write up the log entry. $100 is very reasonable labor rate for this task, and seems even more so in $unny California. You are paying him for time spent in your benevolence, not just the time his hand touches a wrench.

Without a doubt, you have one of the nicest J's Bennett. Here is one to drool over one of my 19000 hr transition students just traded in on a 2105 Acclaim, which is also to drool over brochure_1998_mooney_m20j_n9163q_24-3422_11292016.pdf

OMG! you bought a Cirrus because of your GF? Dude, I question your, ahhh, Aeronautical Decision Making

Chris,,,send in a few girls to help ol Jerry out..

The 5606 brake fluid in the long bodies turn thick and dark after a few years of use. I would suggest periodically changing the fluid at annual to help keep all the components in top shape. You can eliminate the oxidation and such with high temp brake fluid such as Royco 782, which Spruce carries. It is 100% compatible with 5606, but has much higher flash point, is synthetic, so won't break down like 5606 does. It is mil spec approved, so no issue with approvals. Bleed from the caliper up using a pump or pressure pot.

Glad you and Rob are unharmed Mimi. Way to keep your wits about you and work the problem as best you could, to get out of the air where repairing is very difficult and dangerous, and not letting a hazardous attitude take hold of the situation. There are plenty of Mooney parts still available that your insurance company can get to fix your nice plane. She and you will fly again!

If I get to England, Ill knock that bounce out of your bloody landings, Andrew! OR, just fly that thing to the Summit next Sept 29th - Oct ! We can work on them then! Today, I flew the Bravo with a 15G23 direct (80 deg) x wind landing at FA40, used TO flaps vs Full flaps. While I don't dispute no flaps will minimize float, I do not recommend changing configurations immediately prior to touchdown when it is far to easy to just get it right and stabilized on final. This isn't my video, but it gives a bit of perspective of Hidden lake, where once below the tree line, the name of the wind game really changes. The runway is almost as smooth as a goat farm, but not quite.

I wish I knew, I could start a speed mod business! It must have to do with the cleanliness of that particular airframe over others I have flown. I hope the new paint doesn't negatively impact it for Joe. New interior is next up for this (now) beauty.

MP gauge could have been off a tick back then, I don't recall, just that it I was WOT so it was what it was. No Ram air, as that doesn't add much at all on a J as you know. On my old F, with the induction in a low pressure area, Ram air is a different story. What I do know is that I have flown over 3 dozen J models and this is the fastest (or most efficient) one so far. N9124P came close, but was a bit more gravity challenged and not quite up to the task. Filter was new that day. the step is still on her. At 25 LOP 8.5 GPH * 14.9= 126.65 HP, but I seriously doubt if this tired old motor was cranking at full efficiency. Hey guys, this isn't my plane to wag my weenie about, I am just a paid observer!

naw....you got that power flow guaranteed for 20 kts more at 10 GPH less. Do I get to use the Bravo?

The 84 frame is faster than a 77, as they have a few clean up mods as standard, like the smooth belly. What is really weird about N984VW is that it was also slightly out of rig (see turn coordinator) and DMAX tried to bring her back in, but it was slightly off still. It had to do with a right aileron repair at some point and it wasn't quite "square". If this sucker wasn't "dog walking" as it blasts along, it could ekk out a few more kts TAS I am sure. Don countered the issue with lowering the lt. flap a smidgeon, but that didn't help the speed one bit.

That's the real reason to run LOP. It helps when the baffles are right

yea they were high. The back baffling was folding down and allowing a lot of the air to escape behind where the mag and vacuum pump is. It was corrected and temps are normal once again. I had to keep opening the cowl flaps up to keep them under 400 even LOP on the way back. Once I decowled it, I could see a "section" of the baffling that wasn't making contact with the cowl, so a "stiffener" was added. Fairly common on J's to have this happen. Good catch, Brad, I was 25 LOP

NOPE that is 158 TAS on the aspen. it is 160 GS on the Garmin. What do you like with your crow?

Well, How do you like your crow? Here are the pics again...take a look at the JPI for the fuel flow, the aspen for the TAS. Notice it is in level flight. N984VW will do this, and this is on a 1700 hr engine. Yours must be slower I take it. A shame. Next time I fly her, Ill open it up to see what her top speed is ROP down low.

hummm...are you saying the pics I posted of Joe D's J doing 158 TAS on 8.5 LOP are fake?

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Perhaps we can entice Mike to give a presentation on his "travels" at the Mooney Summit V next Sept 29th to Oct 1st. Everyone would love to hear of his fascinating adventure! Seth, what are your thoughts, your going to be running the show!

Now is a great time to develop your IFR power setting chart! Go up and record these numbers... 1. What MP/RPM to maintain straight and level at 90 kts or top of white arc clean 2. What MP/RPM to maintain straight and level at 90 kts or top of white arc dirty (gear down, TO flaps) 3. What MP/RPM to maintain 5-600 FMP down at 90 kts or top of white arc clean 4. What MP/RPM to maintain 5-600 FMP down at 90 kts or top of white arc dirty (probably the same as #1) Your plane will perform the same in or out of the soup. Setting the plane up to fly an approach, #1, then by lowering the gear (GS interept) and adding TO flaps will keep you on a nice 500-600 FPM decent.

This happens when a divorce forces a sale also. Mr. Market is the guy who knows what it is really worth, no one else. Ask you partners, "What would you pay for it?" Sell your interest to them for that amount, let them deal with it.