rob47v

As titles says in search for m20E, f, or j mccauley 2 blade propeller. Thanks!!!!!

There is an out to something like this. At least from I've been told it works I've known of several IA which have done mods in this manner. That is, if there is an aircraft which has been moded, and it has been approved previously with a 337,then that work can be accomplished on another aircraft and be signed off accompanying a copy of the original 337 on which the approval was done. Now the work must be performed as specified on the approved 337, no deviations allowed.

As long as you have an FAA inspector at your local fesdo office that will use practical sense, approvals are a cinch, but keep in mind that that's a rare case. These guys are paperwork bound. Hence if the paperwork is straight the airplane is straight. And well all know that's not the case many times. Or you could be so lucky and have a friend or have a great relationship with a DER. That would open-up all kinds of possibilities.

Sorry for the confusion. As I stated or tried at lest usually S/N don't have specific rig differences unless changes where made during production which makes it a effectivity difference usually is done when a newer model which may be different in design attachment or parts which might include vendors. If brackets change bungees, or actuators then at that point the listed model will have a difference in the rig maint procedure do to the difference in parts, or as stated difference in attachment points. Heck using of different hard ware at time will call out changes in effectivity.

model specific maybe do to changes or improvements, but S/N NO unless changes took place. That's called effectivity, again would apply to S/N specific do to changes within the same model.

It will bolt up. But it can't be legally used do to the fuel config difference, But if you can get a DER to bless it the it's do able! Here is fact the FED's dot like nor will they do hardly any if any field approvals. The reason a DER is a vital point is that he would do all the necessary calculations, research and so forth and seal the deal with his license, which I don't don't know about some but I don't fool with mine its how I feed my family. Some of this mods are silly and senseless, take the F model and J model for instance. basically same fuselage. The differences are seriously to get models closer windshield, and cowling, which would entitle different air intake and exhaust I think on the exhaust that is. this isn't something that would make the airplane go down. But to accomplish this the Fed's want you to jump through hoops like a show dog. But seriously blame it on the lawsuits. That's where it all starts!!! Sorry to ramp on so much!!!! My brother in-law is a lawyer I'm sensitive.

Gee something else to add to my wish list. Very nice!!!!

Beech a wonderful airplane for comfort and economy as far as speed that is. But they are expensive to maintain. And yes Beech has resolved their tail issue but still from time to time get plagued with speed restrictions. I use to own a bonanza loved it but seriously dollar per dollar the mooney is the best buy. Fairly clean cheap to an extent to maintain, cheaper on annuals believe me, lower cost to fly, at lest the 4 cylinders are. I loved the Viking I also had but the 6 cylinders love to drink. Coupled to the special treatment they require. Well forget it. they are a bit on the expensive side of things not by much except the hanger requirement thats a biggy.

Well I'm an A&P listen to N74795 he is correct. Continentals could and will have cylinder pressures down to 40/80 not use oil and run good. Tho I will say this, you will go threw cylinders more often on continentals than lycomings, I believe its the cooling capabilities of these engines. But seriously like some have said, save your money for the rainy day forth coming. They rung strong and smooth, one of the things I miss from my Viking among others. Good luck!!!

If your having issues, you could try carefully sanding the paint off and re-applying just a thin coat. When we do this at work, keep in mind these are airliners we use specified paint, which is provided for us and follow written instruction from the manufacture or our engineering dept. The factory gelcoat on these antennas is very thin and can't take paint application without removing some mill thickness. Thus returning the antenna to the specified thickness once more.

Antennas if I'm not mistaken a fiberglass, or composite base covering thus they have a thin coat of what's called gelcoat. Its a tough thin acrylic coating. Gelcoat will get destroyed by the sun eventually. Its best to keep clean and waxed. It can be painted the problem is type of paint and mill thickness. We paint them at work.

Very good dear Sir case and point well done.When it comes to flight controls I'm a pain just ask the guys I teach and work with. If it's not right it will not fly till then.

The check list which I'm referring to covers all models I believe. Aside from such specifics like landing gear, flaps, cowl doors and such and a few others, most all of these airplanes are quite alike, please don't beat me up, yes they are different but are much alike. The check list is to check the items then ref the specific manual to the specific model. Think of this like the aircraft I'm redoing at the moment. How many times do you read or know of someone who gear-up landed. Unless its a failure the checklist was either forgotten misread or not used. End result a gear up landing and then insurance hike. Sorry guy. I tech a lot of rigging on 757's 737, and other aircrafts and the one thing people do is become complicent. I'm no God I've done it also but it shouldn't be done. Boy do I have stories that would curl your toes.

True dear Sir but a guide is written by the manufacture to be followed not in any specific order unless other wise specified, but still to be followed to assure that such items are not overlooked or any discrepencies that might be hidden and not seen by the naked eyes. Sometimes this issues or any issue for that matter hid in the most inconspicuous that we just don't pay any attention to, or overlooked. With all the lawsuits that plague this industry, do to things being overlooked. Manufactures will write manuals inspection forms to protect them self. Wouldn't you do the same thing if it was your company to shed some of the responsibility off of you.

Very good I like that and how true. An annual inspection in GA is nothing more that a highly glorified 100hr inspection in which you will open-up several panels. As per The mooney form 0100 rev in july of 2005 flight controls rigging has to be checked. I don't make this up I just fallow whats written. Anyhow common knowledge as we all know hit punt. Will and has alway taken us further in life. Like some here this is what I do for a living, its how I feed and give to my family. During rig what your looking for if the rig is performed properly is a positive end result, that being a affirm security and withing spec travel limits. If those are attained during the inspection then the actual rig in essence is good. Short story I had a bonanza if you want to see a funky rigged airplane buy one. Anyhow a friend of mine also had one, his would be all over the sky mine straight as an arrow. I always checked my rig hence travels right on the mark. His were horribly of the scale I quit flying with him end of story. Sorry all for chanting!

Its always best to take off all flight controls and fairings, really anything that overlaps. Most shops are applying the stripper via a pressure source, its best to apply by hand so that control is maintained as to not getting it in any seams area, but keep in mind, and this is only natural that if the hand method is performed correctly it will require in most cases that the plane be scuffed to give the stripper a cut area to seep into and do its job. I've seen areas that the stripper had seeped into and was overlooked or could not be gotten cleaned, corrosion and eaten away into the metal causing extensive repair cost to the owner. Really it is a must in most cases, but I'm not fond of stripping at all. If its done correctly and the application controlled then thats alright, but in most cases its not. Tho there are success stories.

True sanding is necessary for proper bond. Its the treatment process that must be done correctly to avoid corrosion.

Hi all Robert here, not entirely new to Mooneys last recent aircraft Bellanca super Viking wow super aircraft, but unfortunaly requires hangering which in the near future will not be possible. Resurrecting a F model a gear up landing. this things are tanks. About 1000hrs flying everything from 150's to bonanzas to pipers, bellancas and mooneys of course. A&P for the last 27 yrs.

Thank you dear sir for the correction, And if any scuffing is performed the alclad is destroyed. Sorry but no matter which way anyone likes to see it. At my job we use epoxy zinc chromate. Toughest stuff I've ever seen Nothig penetrates.

N74795 is correct as long as its acid washed re-anodized, and get all the stripping solution off, you will be fine. The re-anodizing will give the aluminium the corrosion protection it needs, followed by a good coat of zinc primer. I'm not fond of stripping just because their is a chance of not totally removing all the stripping solvent and problems arising at a later date. If the paint or the old paint is decent should we say, not flaking nor crazing then I would use it as base. It always works and works great. I'm an A&P and at work anodizing is a must and it must be verified with every job we do! The problem with stripping is when the stripper isn't removed entirely and get btwn the seams. Well then let your imagination run wild as to what happens next.

Well not a bad idea, but beware, being an ex beech owner if you think mooney parts are expensive wait till beech gets a whole of mooney. But for its viability its survival its not a bad idea. And it would be American owned I hope don't really know anymore. How sad. Our country is being sold piece by piece. What would our fore fathers think the disgust of whats happening would be if not already be turning them in their graves. For sure if Cessna was to get a hold on mooney say good by. Not to say that beech would not do the same. Everyone is consolidating its means of survival. But since its Cessna interested in Beech, I think it will be the end of Beech as we know it.