Ragsf15e

Oh man. Great find. Can you please share your mechanics name because I’d fly just about anywhere for that kind of individual. Also, he needs a bottle of scotch when she flys again.

Agreed. It takes reasonable spark too. Obviously the starting circuit seems most likely, but what type and how old are the plugs?

Mine does that as well. I was told that I would have to replace the cable, but I haven’t. I’ll be interested in the replies.

Jeez, so sorry to hear this. Don’t beat yourself up too much, stuff happens. There were other ways you could have reacted that would have totaled the aircraft and/or the pilot but you didn’t. You made decision that saved both. By the time you could have turned around and flown a reasonably safe pattern, damage was done. Please keep us in the loop. Scary. I gotta believe it’s jet fuel, but only in one tank? Weird.

Maybe ancient is a strong word, but it doesn’t add value to the airplane either. If it’s ok for you, then that’s fine. Most Mooneys travel, so lack of an autopilot is an issue. I’m just say the avionics don’t add value and will likely need some work sooner or later.

I mean there’s only a couple things that would scrap it - spar corrosion being the big one. Where in the country has it been kept? Check that carefully. Otherwise, simply deduct for a percentage chance that the cam is toast, you’re missing all the logs (that’s a biggie), avionics are ancient, and the airplane hasn’t moved in 3 years so will have some other random issues. If you’re willing to put in the money and work, it could be fine. As long as it doesn’t have corrosion, it’s worth something more than 0. Buy it for 25-35k, plan on spending 15k, but be ready for an engine if you’re unlucky. It still won’t have the logs when you’re done resurrecting it.

https://generalaviationnews.com/2022/09/25/how-the-search-for-unleaded-avgas-is-like-two-elephants-mating/ this is a good read about the difficulties, liabilities and expense of making 100ll and g1000ul. Some things to consider…

Yes it’s probably that simple, but there are a lot of forces at play. I fly a different, more powerful airplane where the trim changes as well, but it’s much more about power setting than airspeed.

My F does that too. Seems to be airspeed dependent. Slow cruising or climbing requires right rudder. ~140mph indicated cruise is neutral. Faster than that requires left rudder (although not a lot). I typically cruise high altitudes, so indicated is slower and I’m holding a little right rudder. I do have a 3 blade and I asked about it at Top Gun once. He said that was pretty normal.

Yeah I don’t doubt it. The cirrus could probably be repaired and the avionics would work. I have zero reference, but we have a thread around here talking about Garmin or avidyne or someone not supporting avionics out of “incident” aircraft. It might be fine, just proceed carefully…

It’s funny how different areas can be like that. With the different cloud layers and humidity near the beach along your route, I’m sure you’re right about ifr being better. Out west, i often fly from eastern washington to western nevada. Say ~525 nm. The MSAs are so high that NA airplanes are forced to zigzag all over the place or go way around. But vfr direct, you can cruise along wide valleys between the bigger mountains and stay 3k agl+. Ifr is very impractical in an NA along that route. Crossing the Rockies in an NA (in Colorado) is another route where vfr works well. I’m not say ifr is impossible in an na on these routes, it’s just harder.

900/930 does. 800?

Also be careful about how they came to be removed from the cirrus… Im not saying they won’t work, but there have been discussions about not getting support for avionics removed from “crashed” aircraft.

I usually fly that altitude too. Maybe he’s saying it like I do but actually doing it closer to what you’re describing… I use the “LOP” mode on my 930 so it shows each cylinder peak. I then set the mixture so the last one is at peak and the others are slightly lean (~.3 gami spread). So I call that lean of peak at 10k. I realize I could probably set it so 2 cylinders are lean and 2 rich and probably not hurt anything, but temps work out best with setting the richest one at peak.

Sorry to hear that. I was wondering when we would hear about one. I have a ‘68F and several others have late ‘67s and none of us have the bad weights. Is yours cracking?

Got a whole long thread going on the sb

Welcome! They are great planes! The throttle should give immediate response. Maybe you need a slight adjustment in the travel? As @KLRDMD said though, you’ll eventually learn to just leave full throttle from takeoff through cruise and most of your descent. Unless you’re flying relatively low, like below 5k. For engine longevity, you’ll probably want to cruise at 75% power or less. You can check the poh for this, but in a normally aspirated aircraft, flying above about 5k usually takes care of that. There are “key numbers” that also are a guide for 75% power. For cruise, You will reduce rpm (2500 is common) and lean for cruise, but leave full throttle. Learn how to fly lean of peak which is pretty easy in a lot of io-360s. Do you have an engine monitor? Post some pictures when you have a chance. They are great airplanes!

Or it’s a 24v system and 17.1v is also bad.

I’m wondering how hard it’s going to be to verify… I’m sitting at an airport all day so I went for a walk… took 5 minutes to find a ‘67F with smooth elevators. No way to tell without sandpaper i think?

No doubt. Fs were built for ~10 years or so. Maybe they could have narrowed it down? But it seems to suggest that it’s more than just Fs. And some salvaged parts could be there as well.

Yeah their “smooth” elevator picture actually has the rivets like mine I think, but it’s so zoomed in and blurry that it looks even smoother! The other thing that would be nice is if they mentioned if you could see the circular insert from the outboard or inboard side or both? The pictures seem to show outboard side but I wasn’t 100% sure. Hopefully I can look closer through the paint and see, but I’m not sure how many times it’s been painted over…

I’m not sure of all the different kinds of elevators, but is this one “smooth”? It’s got rivets all the way back, but not the bigger indentations. Also, I read that sb a couple times and it’s unclear to me if all smooth elevators have that or only some of the smooth elevators? “There are specific aircraft with smooth skin elevators, that utilized….”

I got a quote to do this a year or two ago for 6k. It was a quality shop, but I had similar reservations… i had my mechanic do junk the wells with the gear in place instead.

Interestingly, the 430w series can display TFRs, but only with a gdl69 using XM weather. That’s what I was reading in the pilot’s guide but couldn’t match up on my map menu page…

I hate to ask this, and I never want to have to open up my flap hydraulic system, but where are these parts from @Shadrach’s picture? Under the floorboard? Accessible from the belly panels?