Raymond J1

You only have to lubricate once ! Because then the engine leaks again and it does the job by itself.

How to rank in this survey a very good relationship with his A&P despite not being able to do the job because the Mooney house almost no longer exists ?

I repair vacuum pumps for all aircraft in the aeroclub, it takes an average of 800 hours before signs of weakness on rapco "dry". After repair, the time the new pallets have been lapped, there is not 100% performance in the first 50 hours. There is a tool to be made or procured to do the repair. With regular monitoring, the vacuum power is economical, reliable, light. In most cases, the element of weakness is the sealing gasket (in the foreground in the next photo)

Loss of horizontal reference is a fear that is priceless.

Anyway, when you have bought the Cirrus, another question will come : Have I committed a sin ?... So to save confession fees, buy a Mooney right away.

This is absolutely correct, one should not rely on the internal seals of the cockpit and be very careful, on the right side of the aircraft (exhaust pipe environment) to the perfect assembly of the external panels and their tightness. To a lesser extent, it is also necessary to take care of the sealing of the windshield bay sheets on the old Mooney, and do not forget the gummed canvas that makes the water seal at the same time as sheet metal gasket. In another subject, there is talk of a paste that Mooney used to plug the gaps. This product is called with us "BT sealant (Low voltage)", it is butyl sealant and it is originally a sealant for sealing spot welding joints in the automotive industry, it is gray or black in color. This seal is used by Mooney on the firewall but also for the installation of glazing.

Les bottes sont faciles à refabriquer (simili cuir classe M1), il faut s'occuper du collage sur les flasques et du laçage sur les tubes de gouvernail comme il est dit précédemment. Côté plancher, il y a un orifice à droite de la boîte de train avant (photo 3), utile pour le passage de la commande de roue avant. Avec la garniture murale, ce trou n'est pas visible, mais cela implique que la plaque de fermeture entre la boîte de vitesses et le carénage inférieur est montée de près avec le plus grand soin. En montée, volets de capot ouverts, sur les modèles à tuyau d'échappement court, un passage de CO peut être réalisé par cet orifice. Juste un constat sur mon 67 F.

No, that's not a bad idea... But please don't break this airplane.

When the door seal is in good condition, the pressure it exerts on the locking cremones is sufficient to prevent vibration of the door and therefore the sliding of the cremones in the cleats... The door remains closed. When this gasket is old and has lost its elasticity, there is not much pressure on the cremones, they slide without much effort and the spring system imagined by Mooney is not enough to prevent the release of the bars from their hole. The door vibrates and then, finally, opens. For the old Mooney, there is originally a piece of leather, held by screws, which provides watertightness (photo 1), as for the cabin door (photo 2). This small piece of leather also performs part of the elastic recall preventing the lifting of the opening pallet. Many M20s no longer have this essential piece of leather. These leather parts, screws and U-clips are not referenced in the 10-1966 edition of the spare parts catalog, but are present on airplanes (photo 3 for the cabin door).

The old ones do not have the inner emergency handle, visible, which is quick in case of emergency. But the luggage compartment door trim holds with clips, it is very easy to remove to access the mechanism, so open the door with a simple gesture. Except if we locked it from the outside with the keg key, now it's just impossible.

This is an old problem, partly solved by the SI M20-039 of 1976. On my 67F, this was applied in March 1996, the well-known flat pallet replaced the original handle after welding a drive square as described in the SI. But at the restoration, this more modern palette upset me. So I took the original handle and made an impression for screw head on the outer side and then a square drive impression, as for the pallet, with respect to the orientation angle. Today, my 1967 handle therefore has the same axial restraint as the pallet used on the" J " for example... And it suits me ! Photo coming soon... SI M20-39 du 02-12-1976.pdf

Annoy your wife if you chose a female voice...

For issues of thermal runaway, it was BMW that imposed on Focke-wulf the supply of complete engines, with adjusted cowlings, to be installed on the airframe by its technicians (FW 190).

In France, the company "Robin" still manufactures these wooden devices (which allows payloads from 700 to 800 Kg for a 200 hp), they have even developed a new wood-carbon spar for the two-seater CAP 10 (derived from Piel CP 301) which is widely used in aerobatic training. So there is a lot of maintenance workshop with the specialty "wood". Here the Robin DR 400-180 (Lycoming 180 cv) :

Now you have to buy the plane that goes with it...

It seems complicated on your side of the Atlantic. In France there are many wooden planes and this is a well-mastered technology. Offer an internship to my friend Didier, he will rebuild your wing to new, he built a MJ 100 (Spitfire scale 1 wooden). https://www.planecheck.com/eu/index.asp?ent=da&id=46345&cor=y

Hummmm !... It's cheap at your home... Here, we have to pay in champagne !