Culver LFA

@rdv if any work was recently done check the cable routing closely for excessively sharp bends, that’ll bind it up and no amount of lube will fix it.

Wow, but the guy that installed the seat sure didn’t do his job. Sounds like the Saf-T-Stop may have saved you but the seat installer almost killed you! Glad your here to tell about it.

I have my one of my gps antennas located there. The bar for the cage going right down the middle of the plenum is something to keep in mind. You can remove the panels on the plenum for access and the antenna can be placed left or right of center of the bar. You'll need a 90º connector on your antenna lead for clearance. Just make sure you double/triple check the fastener locations with the template to make sure you can install the antenna in the holes you drilled.

Sorry for the thread drift but this is really interesting to me. Sure, I can understand if the workshop procedure is not followed then the results will not be accurate. But this should not be the norm, if the procedure is followed as it should be then the results should be absolutely accurate. Now if 3 mechanics get wildly varying results using the same equipment and procedure on the same airplane, the equipment or procedure is not the problem (unless the instructions are overly complex or poorly written, which in this cause they are not).

I honestly have not heard this before. The scales don’t lie and the weighing procedure in the manual really isn’t very complicated, how could it not be more accurate if done correctly? How many installations include the weight and stations of the components but not include the 18’ of coax or 50’ of 20 gauge wire? And my point about the ‘negligibles’ is that they all add up to more than the weight we save on lightweight starters, alternators, prop governors, etc. I have all these items on my airplane now and it’s still 70#’s heavier on the scales than it was when last calculated in 2002. I’m not disagreeing with you, I’m asking so that I understand.

In most cases you will probably find that the lower useful load numbers are real, airplane put on the scales recently, numbers. The higher useful load numbers are calculations upon calculations since the airplane was new, last real weight and balance being many years ago. And those “negligible weight change” logbook entries for each small mod completed, rather than doing a proper w&b and equipment list, add up.

Thank you!

What about the bent j-bars, the worn downlock blocks, the j-bars slamming up while in cruise unexpectedly, the sticky handles not engaging as your just clearing the trees... The 'complex' in complex airplane isn't necessarily the operational procedures, I think it's more the complexity of the wear and tear/maintenance!

@ShermAv8tor I just may know someone that will soon have everything you need to do this conversion, the switches, wiring, brackets, pushrods, actuator, emergency gear crank, everything! I’m just waiting for a few more parts to arrive and then I’ll have everything I need to convert my F back to J bar. All my electric gear parts will be for sale soon!

On my 67 F the fuel selector lamp is on the same circuit as the panel lights.

Yeah, he is probably busy resealing his tanks because you can't land a Mooney on grass

All is well, I heard back from him this AM!

I just sent him a text to check in, told him he is missed over here!

Sounds like there is a MooneySpace Meetup in the making!

It’s not where you start, but where you go! Hopefully he will join MS or start posting his own videos so we can see where he ends up.