ShermAv8tor

I have the Brittain B6 w/ altitude hold and absolutely love using it when I can. I have not contacted them before but maybe I should, could use some manuals and guidance. I will have to google the company to get contact info, unless you want to share here.....

I caught mine a few times at 2900 (M20C) and I would pull it back immediately to what was indicated as 2700 on the tach. A trip to LASAR and we put the optical tach reader on it using the prop, and turns out at the 2850 on tach, the prop is actually turning 2633 RPM. So my tach needs replacement here in near future. I checked it at different RPM levels on the tach and the higher the revs the bigget the split. So now I know it indicates 150 high above the 2350 redline mark and take it into account. I will get a new tach, just trying to figure out which way I want to go. Get an optical RPM reader and verify the prop RPM.

Oh wow guys this is all great info and suggestions, theres quite a few of of us NorCal folks I see. Thanks so much for the start on places to dine.....I will report back funniest thing wife says.......Stay tuned!! Anyone thinking about the fly in at salinas for AOPA? I have thought about it, but thats as far as I got....I saw a post by george I need to go back and check out

Hey Bonal...Byron C83........

Now that I have my PPL, now that I have my 65C mooney, now that I have my complex signoff and my required hours for insurance………its time to take the wife on our first lil run in the new to us Mooney! I did a search on here and came up empty, maybe I'm not using the right words for the search. Seems like we should have a separate NorCal forum - seems like there are plenty in this area and with Top Gun and LASAR in the region, theres alot of Mooney Traffic. To my question…...I would like to know and get recommendations for airports to fly to which have a (recommended by you…so if you didn't like, pls dont recommend) resturant that serves breakfast or lunch with nice scenery and hopefully open on Sunday's……please advise….. I know about the 100 dollar hamburger site but paying for info? really? guess its cheap…..but recommendations are always better……but if you think another site or the 100 dollar hamburger is worth it, then let me know. Thanks in advance Sherman

Yes that is what I was thinking of doing! Move the PC button to panel, and I want a PTT switch there instead........got to get these 10 hours dual and 5 hrs solo in first...... Yes I know what a 35mm canister is......LOL.......also shake it like a Polaroid picture!! Question is do you remember 8mm film or what a 45 is? (music not weapons) LOL!

So I changed the oil & filter (pretty easy) put a new nose tire on & repacked bearings, put in new ELt battery & ops check (due by calendar) then I finally flew it for 1st time yesterday with an instructor.........WHEW that is busy.....prac prac prac - my left thumb was sore from pushing the PC button so much, but I'm sure its not the norm, since we were doing training.....working the manual gear for the first time was intresting to say the least, I had to give controls to the instructor and work it a few times to get the hang of it....LOL.....1st time I couldnt get it unlocked to put down....oh yea slide handle down....duh......then it wouldnt lock in floor, kept trying like 6 times, then looked down and saw pax seat belt belt missing and not attached.....AHA!.....I think I actually unlatched it whenIi put the handle down first time.....MY BAD......bad spot for the pax buckle....ha....need to get the whole landing trim to speed thing down.....played with AP......seemed to be working well, need to study up. Does anyone know why there are no limitiation markings on the MP gauge? POH AFM dont show anything either.....just curious if there are limitations? Instructor did mention he thought it was pretty fast since were just shy of 2500 RPM on prop and set at about 22-23 on MP, and hitting 150 MPH with a slight headwind about 45 off the nose at 20ish.....IDK I don't anything to compare it to other than a cessna 150! This thing takes way more right rudder input than I was used to noticed alot of yaw action back and forth going on, then i remembered reading need to rest foot on pedal then that seemed to stop....is that the norm? Need to find a nice kneeboard checklist for takeoff/climb/cruise/descent/landing/after landing checks

Will the IO360 app give about the same ballpark for the O360? I flew my 65C for the first time yesterday and have a list of questions and this is one of them...Thanks Sent from my iPad using Tapatalk

Try networking with your avionics shop....in other words ask the shop if you bring them the panel will they ship it out for repair for you, then just give it back to you upon its return.......They simply open a work order and send it out, maybe they charge you an hour for their time in paperwork and shipping? How is Garmin going to know who really removes & Installs it? They only see the work order request from the shop. My question is whats the difference of using an AP or a "shop" to do the install? The shop most likely is working under a 145 CRS (Certified repair Station) while an AP is certified without the CRS. Under the 145 CRS the guy doing the removal & install does not even have to be an AP since he is signing off under the 145 CRS number instead of an AP number. Sent from my iPad using Tapatalk

Bonal, I'm out of Byron C83.....Thanks! Sent from my iPad using Tapatalk

Just wanted to announce that I received my ticket on Friday the 13th! Feels great to have accomplished this, and thanks for all the info and suggestions here on my post. I did not train in the mooney, but finished it up in the 150. I am now focusing on transitioning into the Mooney, and getting familiar with it! I am really excited about getting this done. Insurance requires 10hrs dual and 5 solo before I can carry pax and be covered. I think I found an instructor, will keep you posted. Sent from my iPad using Tapatalk

Finally able to upload a photo using tapatalk as suggested Sent from my iPad using Tapatalk

Just getting back to checking to forum......MooneyPTG I will give you a call when I get the chance, things are really busy right now, but I will call. Thanks for sharing, the interior looks great! Sent from my iPad using Tapatalk

Great video MooneyPTG.....looks cold in Green Bay.....great flight flight though. I have purchased a half share for now in a 65C model, and it needs some TLC but mostly solid. had LASAR look it over and 6K later the gear is all back to normal. New truss, steering horn, almost all hardware and bushings went oversize, the gear tensions were way high on mains and really low on nose. One of the trim torque tubes was almost worn half through from sloppy linkage and rubbing in the lightning hole (it was replaced) The IA who has been maintaining this bird last 12 yrs admitted he never checked gear tensions during annual, (doesnt have the tools) and now is being reluctant to provide us (well me I'm asking) the AD listing which I cannot locate in records, IA states its not reqired...I ask how do you know its airworthy if you signed it off and didnt research AD's? So I'm trying to get it straightened out, looks like I may be contacting my local FSDO for some further evaluation of the last annual. Yes I will probably do the interior myself.....Where did you purchase your interior carpets and kit from? Finished my solo cross countries and now down to night and simulated instrument, some other small things, but hopefully get my ticket by Mid march prior to spring break using the C150.

Well guys thanks for all the replies and info on this post, truly valuable and appreciated by all...I will continue to use this site as I am now officially a Mooney owner……well 1/2 to start with potential buyout in about 6-8 months. So for reasons of logistics, buyin cost, the current owner going out of his way to accomodate me……..its a 1965 C model. Nicely equipped with a 700 EDT monitor, panel 396 GPS with external mount antenna, digital VOR, Digital NAV/COM (but only one each) IFR certified, AP with Alt hold, Portable Comm unit (but he has brand new 4pl w stereo panel mount with stereo I'm gonna install) 201 cowl Mod, one piece windshield (Not 201 style) LASAR hubcaps, 10 year old paint and always hangared last 22 years, and same owner last 22 years. 3400 TTAF, and 1400 SMOH with CermiNil cylinders. I talked to and met Kyle (Maintenance manager) from LASAR….great guy and very helpful, and I had them come get it and take back to the shop for a look over. Oil analysis was good. Gonna get some gear work done, rigging, bushings, bolts, nose truss bolt/bushing, steering horn. One of the trim torque tubes found rubbing against the phenolic block towards the tail which will be replaced and addressed, battery box corrosion. Got it worked out so I will not go onto insurance until after I get my PPL, so reducing cost again. I'm excited for my furure flying days in the Mooney, and yes I got my first flight in it and it was awesome, the PC works great, it flew smooth, 150 mph without trying. My wife flew and she liked it too. We are both excited which is a good thing. I would post pics but cant seem to get it to work or I dont know what I'm doing or maybe cuz I'm on a MAC….

Thats funny Bonal - I just completed 5 hours cross country over the weekend because the wind out of SFo & SAC at 4500 & 5500 were about 25-30 MPH either on my nose or across the nose on 2 legs, while the 3rd leg with a tail wind got me Ground speeds around 132 MPH - smoking for a lil 150! haha!

+1 My rule of thumb…..if you dont see smoke and you cant smell an electrical burning odor…..you can try a 1 time reset of the affected CB, if it trips again…..thats it, no more resets and Maintenance action is required. If you reset the CB and then you smell electrical burning odor or see smoke pull the CB back out……Depending on which CB, phase of flight, etc. Pilot should use best judgement on the above actions and feel comfortable to do so, if not just get the Maintenance action done. If it cannot be duplictaed on the ground during troubleshooting, your missing something that comes into play while the aircraft is flying…..if it really cannot be duplicated on the ground at the least, replace the CB and/or relay

Bob, Thanks for the homework....good info and article

Ahhhhh.....LOP= lean of peak! Yes Im learning to be failiar with that term. Too many acronymns.....in the Gulfstream world its Low Oil Pressure! Well I found a 1965 Mooney owners manual and in the flight procedures section it in fact does call for Carb heat during the landing phase - It also outlines that carb heat should be used when power is reduced for descent and landings and should be used fully as opposed to partial as partial could raise the carb temp just enough to the icing level. (unless a carb temp gage is used)

Ok what does LOP stand for?

Cody, I am in the process of a pre-purchase and trying to do my due dilligence on a 65C model (eng and prop OH in 1995) So yes within last 37 years. Whats strange to me is this is the O-360 and the operator has the tach with the redzone on tach for the "no continuous operation" which from what I read in the AD does not apply to this engine so I question that as well.

Does anyone have a copy of the Hartzell Service bulletin referenced in AD 2007-26-09? My search on Google yields no good results, the Hartzell website only goes back to SB 136 and all earlier SB's do not show up? Is this thing top secret? I sent a request to hartzell, but who knows how long it will take for their reply. AD-2007-26-09 references 118A, but it appears 118F is latest revision. I'm trying to get the clarification of the cold rolling on the Y shank aluminum blades and if this requirement is mandatory or optional? My interpretation of the AD is that is mandatory, but I need to read SB-118A called out. 118B through F appear to be the AMOC for the AD?

I think a few members here have said their airplane finds them, well I have to say I think that may be the case for me as well. sometimes the way things work out.....you think to yourself "this was meant to be" I will post pics and further updates as I progress along and seal the deal. Yes it is a C model, and yes I know I will be happy with it, after all as a new pilot its a great start! My first Mooney flight was great, its quiet, solid and flys tight! Wife 7 I both went up, seperately though, she didnt like the idea of us both with someone we dont know very well. She liked it and had a huge smile on her face, so that was a big hurdle! Updates to follow...... So when I did go flying, I am accustomed to the training in my C150 and for landing on the downwind when abeam of the numbers I select Carb heat "ON" - Of course I know Flaps, Gear, approach speed all different, but when I noted the pilot did not apply carb heat, obviusly curious I posed the question about using the carb heat for landing? Pilot stated that he has never used carb heat ever (at anytime) in his 20 plus years of flying C model Mooneys. So I was curious from the forum is that true? I thought wow seems strange, its there for a reason.....but again new guy here....

without having a wiring diagram to see what feeds off this relay, its hard to say. Question is whats different from airplane on jacks and airplane in flight? Answer is the engine is running and you have a different electrcal source (previously stated) and the throttle position is in the takeoff or max power position. Is there a switch in the throttle? And of course while flying the aircraft is vibrating so a wire which could be shorting to ground is possible. Just thoughts.......

Decisions, decisions, decisions……LOL