Rhumbline

After looking at it, I realize I described the spring attachment a$$ backward. The coiled end is affixed to the airframe and the other end bolted to the step; not the other way around. Otherwise the solution I used is as noted above and the bolt is easily accessed (photo attached). Hope this helps and good luck if you choose to tinker with it yourself.

I don't recall. I'm planning on flying this AM so I'll have a looksee while I'm at the hangar but I don't remember having inordinate difficulty with the bolt.

I'm curious as to which runway is the designated calm wind runway at Page as I fly there frequently for lunch (I love the Ranch House Grille's southwest country fried steak with the whole platter swimming in green chili!)? GWS & LAM are a couple of places that come immediately to mind which have specific remarks for noise abatement or obstacle avoidance but I've never noted anything about it in my AF/D for PGA other than the remarks for the crosswind runway. The right-of-way stuff already cited not withstanding, I've certainly been guilty of pressing the most expeditious pattern in the interest of maintaining a schedule when flying into uncontrolled airports and more often than not the "little guys" would yield. Not saying it's right but that was the reality of it and it appears little has changed. Now that I'm the "little guy" again, I just listen carefully, keep my eyes peeled, stay out of the way of the "big guys" and go with the flow.

I had the same problem a few months ago. After unsuccessfully trying to get the twists out while simultaneously re-coiling the spring on the step, I concluded that the only way to do it would be to remove the bolt that anchors the spring to the airframe, fully extend and straighten the spring, carefully guide and coil it around the step and then re-attach the spring to the airframe. It looked & sounded like a bigger pain than it was to accomplish though an extra hand would have been helpful. It's not entirely unlike getting the kinks out of a telephone cord. Be careful in handling the spring. I didn't cut myself but the edges felt pretty sharp.

Ditto. It's a sensible practice.

Nonsense. I've thousands of hours in a 1900 and no fewer in single engine recips and I can assure you that I'd take the 1900 over any single engine, including a Mooney, on any day. Everything is subject to failure or mismanagement.

I've been awaiting more information on this since they announced last year that a simple and economical ADS-B offering was forthcoming. Doesn't sound like it's going to be a panacea for those of us with simple panels and older avionics though. Although the 2000 series boxes are not onerously expensive, it looks like you've still got to buy an interface if you have something like a KT76. Back up to $5k in equipment before installation. I'll be disappointed if the resellers can't get the prices down substantially.

Yup!

I had a very similar problem about a year ago after having had all of the shock discs replaced and the nose wheel truss overhauled and updated on my '68. The mechanic conducting the work indicated that the gear handle seemed to him difficult to secure but assured me that everything was properly rigged. Since the plane was already off of the jacks, he asked me to let him know if the effort to secure the gear was inordinate after flying it. It certainly was. I could not secure the gear in the retracted position and it took both hands and much force to secure it in the extended position. I reported this to the mechanic and, certain that everything else had been correctly rigged and double checked, he surmised that old congealed grease in the handle combined with cold temperatures was the culprit. I rolled my eyes to myself. He later jacked the plane back up, put some direct heat on the gear handle and, sure enough, the Johnson bar worked as smoothly as a Johnson bar can work. I was gob-smacked! The old lube was cleaned out and the handle re-lubricated and it has worked flawlessly ever since (approx. 100 hrs & 150 cycles). I didn't do any trouble shooting during the flight I made due to the trouble I had with the single cycle of the gear and I landed as soon as it was securely extended. It felt to me as though it were both difficult to push the bar into alignment with the blocks and to slide the handle into the block. I realized after the fact that the relatively small amount of resistance required to align the handle with the blocks combined with the abnormal force required to slide the handle into the block gave a perception that more was going wrong than actually was. Hope this helps!

Also, there's a reason they're nicknamed "Slowtations".

Coincidentally, I just spoke with Brittain a couple of days ago. I've been on the waiting list for getting a reconditioned retraction servo for awhile now as they've had problems with the mold currently in use. Apparently they're having a new mold made and the estimate is that it may be a couple more months before they're available. It seems a significant number of Bonanzas use the same servo so we're not the only ones anxiously waiting.

The plane's stored indoors and, ostensively, always has been. Since the little buggers seem to get into anything, I wasn't surprised to find this but neither did I expect it.

Ditto, but you can call me Duke!

Since I bought my plane, I have only given it sponge baths when needed so I got out a bucket and wash mitt for a thorough washing for the first time yesterday. After washing and wiping, I thought I'd take it up for an air-dry. In conducting the preflight, I noticed when the right aileron was raised that a small stream of brown liquid ran out of the inboard leading edge of the aileron at the control rod end. Closer examination confirmed that the aftermost drain hole in the aileron was clogged with a muddy sludge (no doubt the remnants of an insect nest or the like) which was cleared with a piece of safety wire. Though not an approved method I'm sure, I dragged the hose out again and flushed the aileron until it freely drained clear water, repeated on the other aileron which was not as badly contaminated and then re-lubricated everything that got extra cleaning. The other control surfaces appear to be unaffected. Most are probably aware to be on the lookout for this but I thought I'd pass it along as the deleterious effects of trapped moisture are obvious. The right aileron is after cleaning, the left is after probing with safety wire with some of the goop visible on the flap.

By reading between the lines, I assume that the challenge referred to in getting much flying done the first year is due to clearing up all of the deferred maintenance. This was certainly the case in my instance as were "pencil-whipped" annuals. The seller of my plane (an aging IA/AP) admitted AFTER the sale that all of his annuals were "minimalistic". Fortunately, the asking price for the plane reflected this. My solitary experience and observations around the fields I visit are hardly empirical but I don't think that there's any question that the GA fleet is largely in disuse and, in some cases, neglect.

It's probably a spacer. I have come across several where they support a span between the metal sub-structure and a plastic trim piece and where there is a fastener (screw). I have also found a couple that had migrated to nooks and crannies which had probably been dropped during the manufacturing process since it can be a challenge to hold the spacer in place behind a piece of trim while getting the screw through.

Say what?

Does anyone recall the playful euphemism 'crash & dash'?

I've a Pacific Windcraft Vision Eclipse 17 stored in my attic. That photo brings back a memory or two. It would be difficult to account all the makes and models including a number of type ratings over the years. However, to scratch the itch for both a new airplane and the want for something unique to fly, I've been considering a Sopwith Camel by http://www.airdromeaeroplanes.com/index.html . I've sworn I'd never build an airplane but I also swore I'd never own one and it's obvious how that assertion panned out...

You didn't miss anything. Enjoy your airplane!

Confounding, isn't it? A little clarification may be in order. Another recent thread debated the risks surrounding T&G's. The discussion has examined missed approaches, go-arounds, the reaction of various automated devices to TOGA, landings gone awry (I would describe as a balked landing) and touch and go's - defined in my experience as a training and practice tool. I'm compelled to reiterate up front that not everyone should be practicing T&G's for a myriad of reasons including, but not limited to inexperience, ability, aircraft complexity, field conditions/characteristics, weather conditions and so forth. The Mooney, for any advantages and disadvantages, is just another airplane. If you haven't already, learn its characteristics. Operate it safely, lawfully and within your capacity. Ignore those who label you an incompetent boob while doing the same. My advice would be to follow the advice of the guy you're paying to give you guidance. Signed, A Competent Minority or an Incompetent Boob

I'm not convinced anyone here can ascribe a cause or contributing factor to this accident as yet. Folks in another hemisphere have some investigating to do before they reach any conclusions. I wonder where the speculation would lead had the report failed to mention T&G's? I've observed with some amusement the debate over T&G's in other threads. Advocates and detractors both have their points. I agree absolutely that T&G's are a cheap substitute for full stop landings. Provisionally, I strongly disagree that the T&G is among the most worthless of maneuvers. It is clear that there are some who, due to inexperience, aircraft complexity, ability, etc, etc, etc should not be doing T&G's in any aircraft or under any circumstance. It is up to the individual to evaluate the worth and advisability of the T&G. I do not consider the T&G poor airmanship or lax judgment if carefully considered and executed. Because the T&G provides a cheap substitute for full stop landings I am able to get in 10-15 takeoffs and landings a week. That's a lot of practice at a critical phase of flight I consider crucial. When I was an instructor, this was a tremendous value and, I believe, skill and confidence building maneuver for my students as well. A local Mooney driver just cracked his plane up for the second time (I understand there was a 3rd unreported incident). The plane's now owned by the insurer. I doubt he'll fly again. Both accidents/incidents occurred during landing. The point being a plane can be landed safely and a T&G can be safely executed. There are just some folks who should be doing neither.

Saw this many years ago during a training event. Something reminded me of it, did a search and found it's still around. Enjoy if you haven't seen it.... http://www.405themovie.com/Home.asp

Yup. My mechanic wryly asserts that Mooney was actually in the screw business and created a market by building the airplane.

I'm also curious about the beeping. I too have the original EGT in my '68 and was unaware of any aural indication.