Yetti

ya Kerville/dripping springs/Fredericksburg it's a dry heat, it's better, no really.... as lizards fry on rocks.

looks good. The happiest day I found was the screen to edit the values for the fuel gauges. After about 3 edits, the gauges were spot on with the fuel stick.

And why do I say Laminar flow wing profile is the reason. Because a little trick I was shown. On take off if you dip the nose to level after lift off for just a second or two the plane will speed up and get the wing flying better. Now you can go up faster than if you just lifted off with a constant angle. So it would make sense there is a speed relative to weight that the laminar flow is not doing as well in the lift category as the plane slows down.

I would suggest the relation of the wing profile to weight is more the factor. The ability to thud a Long body onto the runway is much greater than the F model. In the long body if you pull out too much energy by reducing the throttle while bleeding off energy, there can develop a vertical sink that I never had in the F. I experienced this with the instructor. There I was on approach, letting energy bleed off, with too little throttle. At .12 miles to threshold the vertical sink rate increased. I caught it with throttle, but left the throttle in for too long. (it really was just a blip of throttle)(the Instructor felt it also and confirmed the throttle to catch the sink) Now the energy is way too much for touch down at an acceptable spot on the runway. I could have popped the speed brakes. I just chose the go around. Which the instructor also confirmed and suggested he could have salvaged the landing, but it is a 6000' strip. I am wanting to always be within 4000'. Tuesday was a pretty day to fly. No wind. with Medium braking I was making the 2000' turn off. But I was coming in with 3 red dropping into the 4 VASI The chart above says 2200 feet with maximum braking.

That oil is running down the engine block and collecting there. Most likely place is the Oil drain back tube clamps. 2 clamps over some rubber hose. If you have the thumb screw type, they can be tightened with a 1/2" or 7/16" 6 point socket since it will fit over the thumb part. A 1/4" drive set with some flexible joints will make getting to them possible. A flexible socket drive should work for hex style band clamps.

You don't have to shovel humidity was one of the best recruitment lines I ever heard for northern colleges.

Same with rental cars. I was looking at Volvos around 2020 the Sales guy said this car has so many features that owners report problems renting cars without all the automated features. Last couple of times I have rented a car the routine has changed. It used to be jump in and adjust the mirrors and figure out the A/C while exiting the lot. Now you need a whole systems check out if it is another brand.

I was a little concerned that the way pilots were finding out that their alternator was offline was after the battery went down. I noticed mine by doing an instrument scan and noticing the AMP meter pegged.

No and I never will. I have a stated goal to never be in snow in a little plane.

I was taking into account the drag associated with air going in the cowl, across the cylinder heads, down through the cooling fins circulating around the low pressure area and then out the lower cowl. I used the hammer crimper on the big lug. Use what you got. I am finding there is nothing slow about the S model. Even dialed back to 11GPH it is going faster than the F. I went up yesterday because it was a nice day and in a blink of an eye I was already to Lake Somerville while I was still dialing everything back.

There is a group operating a plane(s) out of Caldwell Texas that fits the bill of "different" I think they do jumps and also some plane testing/pilot training or something.

Rebuilding the alternator wire harness should be on everyone's next annual if it has not been done since it left the factory. The ground wire is very easy. My field wire had broken strands going to the butt connector. properly staking on a new terminal for the B+ wire. Mine was loose in the connector. along with the landing light wires. If not properly tied to the engine (most are not) all these wires are flapping along in a 100 mph breeze.

There is an extra spot for a breaker "alt field" and the wiring is in the wiring harness. So if it appeared in the plane, one must assume it was added at the factory. I did lose a Voltage Regulator in the F. I had rebuilt the alternator harness when I first got the plane so knew that was not it. Replaced the brushes in the Alternator as a first step. Then Replaced the VR and all better.

Over achiever.

I noticed that the Mooney Eagle has the wiring for the back up alternator. It would probably be 4AMU to add it. Realize the Eagle has two batteries to choose from.

Keep scrolling. Spares and free shipping. Or impress your friends and give them out as hangar visit presents. https://www.ebay.com/itm/146693387540?_skw=2600-2w+camloc

One more data point in support of my fun fact. The clean airframe keeps the static down in the Mooney. my 75 F did not have them

Had a friend with a J that broke a oil control ring. lots of oil consumption. coked up the cylinder. Cylinder was media blasted to clean and new ring set.

Fun fact it looks like the Mooneys that got static wicks were the ones that had lightening detectors on them. The problem with removing them is then there is a hole in your flight control surface.

Google and MS number is your friend. https://www.wicksaircraft.com/shop/anchor-nut-corner-nylon-locking-ms21081/?srsltid=AfmBOoqEnP6UHttTFV64aFR5qmCQEctWWP8apZh9mIeQgyaIqvqISbNF

$10 of derlin rod and a drill will get you going.

In the something that will never need to be replaced category. that said "modified" means regular bolt ground off slowly to not mess with temper and clean up with file.

I am finding ebay better and better for common airplane parts. $6.95 for the camloc https://www.ebay.com/sch/i.html?_nkw=2600-2w+camloc

The data for landing over a 50 foot tree is great if you know the distance of the tree from the runway. dropping with a thud means you are running out of energy before touch down. Not a good management of energy. One trick with the long body is to carry a thing of water bottles in the baggage area. You can take it out if carrying passengers, but it did help with the landings to get some weight back there. Also you are removing the PIO tendency and it helps to keep the nose up if you release too much yoke. The other thing is to grab 2 handfuls of trim right at the fence/threshold. This lightens the nose and helps keep it up My theory on full flaps is there is 4 inches of full flaps and the runway. So full flaps adds to the float if you are fast. With the long body the weight is overcoming the float. Some more data from the S manual. of course it is missing the up slope or down slope of the runway. Yesterday wind from the north 3% up slope.

BINGO!