mooniac15u

I'm not sure I understand how that works. What physical factor is that limit based upon? How long do you have to wait before running it full power again? Is pattern work prohibited?

I would be one of those who did not know that.

I ran across this a while back when I still owned an M20D.

I have more pilot legroom in my J than I had in my D.

A good game and a fun day at Kinnick.

There is more front seat legroom in the J. In my D I didn't even have an inch to spare for my legs with the seat all the way back. In my J I can comfortably fly it one notch up from the back. I'm 6'5".

Nitriding does harden the steel but it doesn't make it higher carbon. The process adds nitrogen to the outer layer.

I have significantly more leg room in the front of my J than I had in my D. In the D I didn't even have an inch to spare for my knees with the seat all the way back. In my J I can fly with the seat one notch forward from the back. I'm 6'5".

Never mind, I found it. The Trig website has an older version of the STC but the FAA site has it. I couldn't find it because it is listed under Peregrine rather than Trig.

Is there an STC for the TT31 for Mooneys with a Garmin GPS as the position source? The STC for the KT-74 doesn't yet include a Garmin source.

Matt at Midwest Mooney in Flora, IL (KFOA) is a great guy and very knowledgeable.

Although it probably doesn’t really add anything to the discussion I did come across the old CAR 3 definition of TIAS so I thought I would share it here in case anyone cares: 3.46 (b ) "True indicated" or "calibrated" air speed for performance and operating purposes equal to indicator reading corrected for position and instrument errors.

You are correct. The manufacturer is responsible for determining the Vne. However, they have to do so according to Part 23. The takeaway from Part 23 is just that the Vne isn’t derived from flutter speed. In fact the manufacturer has to demonstrate that the aircraft is free of flutter and vibration at whatever speed they use for VD whether it is calculated or demonstrated. Just for fun we can run the numbers for an M20F using the formulae in CAR 3 and see what speed Mooney used in their calculation of Vne. I don’t have an official value of the wing loading for the F but LASAR has a spec sheet that lists it at 16.4 lbs/sq ft so I’ll use that. VC = 38 x sq rt (16.4) = 153.9 VD = 1.40 x 153.9 = 215.5 Vne is not less than 0.9 x 215.5 which is 193.9. We’ll call it 194 mph. The TCDS lists the Vne at 200 mph. Since that is greater than 0.9 VD they must have used a demonstrated VD of 222 mph. So, it is slightly higher than the required minimum but probably not near the flutter speed. With respect to the turbo M20F, I suspect it has an altitude limitation to ensure that Vne is safe within the operating envelope.

I don't think I would have aborted for an open door.

PDK isn't cheap but I've always gotten fantasic service at Signature. Free crew cars (even overnight), help finding a hotel, line guys helping load/unload luggage... It has been my wife's favorite FBO since the first time we flew there in a beat-up rental 172. They put down a red carpet and small step box and opened her door for her. She immediately said, "we can fly here any time you want."

The one constant through my 9 years of Mooney ownership is that they periodically start leaking. Fuel, oil, hydraulic fluid, battery fluid... My current Mooney is in the shop right now for a hydraulic fluid leak.

According to the service bulletin (sbm2-205b) the shafts changed in 1968. The inspection was still required on the newer shafts but those could be repaired instead of replaced.

The difference is in the amount of force it takes to deform the steel. Carbon tubes tend to have thin walls and are relatively brittle. Any chafing or side loading could cause catastrophic failure. Aluminum tubes would also provide good longitudinal strength. An empty aluminum beer can will support your full weight. Just watch what happens if you deform one of the sides by tapping it with your finger. I don't think We'll see a lot of people signing up for aluminum pushrods either.

That's a good point. I didn't have wheels but I was trying to put it down as gently as possible. I had 5000' of runway so stopping distance wasn't a priority. I probably could have pitched it up pretty nose high and planted it a lot harder and shorter.

Have you seen what happens to an F1 car's suspension when it bumps into just about anything? I don't think I would bet my life on carbon pushrods to save a few pounds. Carbon fibre skins and other non-structural items like seats would probably work.

Carbon fibre tubes have good stiffness as long as they don't get deformed. I don't think I would want to count on it for push rods.

Those are titanium alloys.

I seriously doubt they are making bolts or landing gear out of Ti.

Or upgrade to an M20J with electric gear.

I found that when latching the bar into the floor receptacle (gear up) I occasionally had to give the grip a small twist to get it to lock in.