PaulB

This makes me wonder. Is it normal for the yokes to move slightly upwards when pulled all the way out? That's the opposite direction that I would expect them to move if bent by someone working under the panel. I apply graphite today around the column in and around where it goes through the panel. Didn't seem to make much of a difference. Going to try TriFlow tomorrow.

Recently I've been having some issues with my yoke sticking a little bit when making very small pitch adjustments. Its like I'm trying to make such a small adjustment and I'm not pushing/pulling hard enough so I increase the pressure a little, and a little more and then it pops and I get a pretty abrupt pitch change. Nothing that affects the safety of flight but I do loose a few style points when I do this. I'm not limited in range of motion at all. Its like the force needed to overcome the friction is just a little too high. I believe that the yoke column needs some lube. Any suggestions on what I should use to lube the yoke? Will Triflow do it? I can't seem to find anything in the maintenance manual.

What about the oil screen? Do the J models have a screen and if they do do you check that with every change? My understanding is that they catch the bigger particles.

How many hours are they quoting for exchanging a kt76 for a kt74. I've got a 530w and have been thinking about becoming compliant.

So I've used the one that was given to me now and it works ok but it really is a hassle getting in and out of the plane. My thought is to convert a bucket with a fan blowing directly down through the lid and vents on the sides of the buckets. I plan on putting ice packs inside the bucket. I imagine this will work and take up less space. May not cool as long but really all I need it for is about 10 minutes or so on the ground.

Thanks guys. That's what I figured. The same flight from the video I did a LOP mag check and it did just fine.

My engine monitor has started acting oddly recently. My number two EGT has started going up and down about 10 degrees. This is fairly obvious in normalize mode. From what I read a failing exhaust value tends to fluctuate more than this and is more rhythmic in the changes. Here's a video of it. http://youtu.be/qUfwuRC132g You'll probably notice that EGT 1 is absent. The probe died on me on the way to Oshkosh and has since been replaced and is working well. My thoughts are that this is an early sign of the #2 probe going bad, some other wire harness issue, (in distant 3rd) the exhaust valve slowly biting it. I tried switching the #2 and #4 EGT probes but wasn't able to reproduce it on the ground. Anyone else have any thoughts on this?

Thanks Hank. I was thinking it might be something like that but it wasn't coming together in my mind.

So I got my hands on one of these arctic air units. The previous owner gave it to me because it stopped working for him. Turns out the fan is dead so I'm going to replace it. How does this thing not add humidity to the air? The fan draws air directly out of the cooler full of water and ice. Wouldn't it make more sense to completely separate the plenum and the cooler allowing the heat exchanger to be the only communication between the two spaces? What am I missing here?

I've got a cover from Bruce's. Previous owner bought it years ago. One of the straps broke so I emailed them and they sent me replacement parts AND some UV protection spray for free. No shipping costs either. Now that's customer service.

Thanks. Got in yesterday right after they reopened the field. Man, it was a cluster. 6 planes in the downwind to 27 and 5-6 in base. Not doing that again. Parked in 520 in the north 40 at the end of the row next to the runway. Got an excellent view of the departures this morning. Still looking for the caravan tent.

What's the camping capacity up there looking like? I'm headed up tomorrow morning and hope there's a spot. From my understanding it rarely gets full.

Stephenville (KSEP) has a nice BBQ place called Hard Eight about a 5 minute walk from the ramp. Brenham(11R) is a bit further and has somewhat restricted hours but has a nice diner on the field. Longview (KGGG) also has a couple of good restaurants pretty close to the field but you'd probably want a crew car.

I stopped at the business jet center at Love and they were nice but charged me a ramp fee of $50. I've only done practice approaches at Addison.

FAA needs a drone with a big net and just fly around scooping up these things. People will start learning when they loose their +$1k contraption.

I used excel to make my checklist. Bought some card stock from amazon along with a cheap laminator. Boom. Checklist. Probably spent $25 total.

I bought one of those form a funnels but ended up not needing it on my most recent change. What I did was drain the oil immediately after flying and then coming back a few days later to remove the filter. Didn't spill a drop.

I'll be there Wednesday through Sunday. Hope some mooneyspace people are still there then.

Makes me wonder if I should be running a piece of safety wire up the vent on every preflight.

Also a fellow Mizzou grad. BS in biology. Then my MD there. Now a Urologist.

I asked a few uber drivers about this and they said they are required to have proof of insurance and uber does give them some coverage as well. They have all said they can make more money driving for uber. Uber makes their money in volume of rides.

I've used uber a few times. It's a really nice service and I like the seamlessness of paying with your account and never needing cash but my experience has been that it's a little more expensive than a regular cab. You also have to look out on busy weekends as they will sometimes have a multiplier on the rate to try to attract more drives to get out and drive. Recently when I was in New Orleans they had multiplier of 2.9 and a 15 min uber ride was $40.

I'll chime in here. I have a J and absolutely love it but I'm planning on upgrading to a turbocharged Mooney in the next year or so. I live in Texas so I don't have mountains to contend with but I do make pretty long cross countries (in DC now) and I'm really starting to see the usefulness of flying over the weather. On the way here I spend a lot of time going around some small build ups which I could have flown over with a turbo. My wife also told me we need a faster airplane and said she doesn't care about wearing oxygen. The other advantage in Texas for me will be the climbs. On a hot summer day the J can be a bit sluggish in the climb and keeps you in the hot and bumpy air longer. My understanding is that the turbo itself doesn't add that much to the expense of the airplane.

It's pretty cool but I never fly in the mountains so I haven't found much of a use for it yet. It is comforting to see the runway when you're on an instrument approach.

Weathermeister sounds interesting. You think it's worth the money?