skykrawler

There is a post in the above thread with a picture and part numbers.

And I don’t care or how the wires for the prop heat are held across the safety wire for prop nuts.

There is a hole in the side of that throttle rod end. The rod should be screwed in far enough to block that hole. Looking at the picture, obviously it wasn’t. The shop might have checked that If they adjusted it, but those failed threads probably developed over more than five hours. Maybe owners reading these post will check their own on the next oil change.

Cyl 4, next to 2 is also 'different'. I have seen more than one engine monitor with channels connected to the wrong cylinder.

With the profile on the decent over mid field maybe he didn't know the engine wasn't making power until it was too late.

First.....don't run the battery down. Let it sit for 5 minutes. Carbureted airplanes don't flood like fuel injected models. When you pump the throttle it 'squirts' some gas into the carb throat, but its an updraft carburetor. This is a post here that I would think would be correct: "Assuming the engine is still warm, I do not turn on the fuel pump, or pump the throttle at all until I engage the starter. MIxture rich, throttle position is nearly (but not quite) closed. As soon as the propeller begins to move indicating the fuel will be sucked into the engine, I pump the throttle once. The engine catches immediately and runs smoothly at a low idle. Lean immediately."

Is this a hot start? Post your cell #

It seems to be simply a matter of improving the skill of leveling off and capturing altitude. Practice the level off and 'retrim' of the airplane (power/pitch) - must end up without a down drift and should occur with the least amount of mental effort so as to not interfere with lateral tracking part of the task.

Regarding the OP. This is a fundamental IFR skill. Go fly step down type approaches with knowledgeable safety pilot who will punch you in the arm real hard when you go below the step downs. Also, if employing a continuous descent you must still verify you above MDA for each waypoint.

A few inches forward of that space between the tail assembly and the fuselage in your video, on each side are holes in the skin that provide access to the bolts and nuts that hold the jackscrew assembly in place. The bolts are oriented horizontally. Check those for tightness. If they are tight you must have a bearing problem. This is a maintenance discrepancy and you should be reluctant the fly the airplane with the stabilizer trim like that, especially with family or other passengers.

Thanks, that's helpful. Your info confirms what I was seeing here: https://ww2.txtav.com/Parts/PartSearch/PartsDetail/LW12347. I'm going to get one cut with a water jet.

Does either of these look like your solution? https://www.aircraftspruce.com/catalog/appages/pmaprod-mooney.php?clickkey=5942

Bringing this topic back up. Currently in the process of having the 82'J A3B6D overhauled and attending to the details. When I removed the governor prior to sending the engine to the shop I found a single gasket. Examining carefully it seems likely to be two gaskets of the 72053 type that have since become as one. Disappointing to say the least. I see the LW-12347 'plate' available from Spruce for a whopping $90. This is the best explanation I have found as to WHY the stack-up thickness is important: https://vansairforce.net/community/showthread.php?p=1120922#post1120922 Has anyone laid hands on the 'existing spacer' depicted in the M20-120 service instruction who might describe it in terms of material and thickness?

The 15 minutes probably doesn't include the appropriate testing and log book entry.

I will attest to leaving the injectors in the Hoppes too long is a bad. MEK will not eat the injector and you can take clean q-tip and insert it in the brass barrel and be surprised what will come out. The bleed air hole in that brass barrel should be clear - that's where air is sucked in to atomize/spray the fuel that is metered in.

It's under (d) Instrument proficiency check. Which says if you are "out of currency" for less than six months. You are out after 6 months without 6.

Why do I hate it so much when people refer to it as roll cage?

Autopilots have been software based for maybe 40 years now. On both flights the stick shaker went off. On the Ethiopia flight this was after takeoff. With the stick-shaker rattling and other cockpit indications the crew retracted the flaps and attempted to engage the AP. The memory checklist for stick shaker is to not change the aircraft configuration and if the flaps were just retracted to put them back out. Retracting the flaps enabled MCAS. The Lion Air crash was recent and in the news, the bulletin had been released. The 737 trim wheels are 10 inches in diameter and hard to miss. The 757 just has a 4 inch tape type indicator.

That's debatable...strictly speaking it was more of handling quality than a stability problem. In that case the system was fly-by-wire and had a known problem with pitot system that led to the system going into full reversionary mode. Three pilots were in that cockpit and couldn't figure out how to save it. The accident report leaned heavily against the pilots. Where was the outrage and visceral hate for Airbus when that happened? It all seems just a little out of balance regarding the MAX. I hope the company gets back on course....it's a very important component of our country's economy and trade balance.

Boeing definitely screwed the pooch. But don't forget......the first accident happened after an airplane with a unreported deficiency was put in service. Then, Boeing was essentially denied access to flight recorder data for a month. They did distribute a bulletin after that accident regarding cockpit indications and procedures. Ethiopia Air had received that bulletin. During the Ethiopia accident the stick shaker went off - and the pilots changed the configuration of the airplane (retracted flaps) - this enabled the MCAS to behave badly. Even then, all they had to do was use the electric trim button under their thumb - it overrides the trim commands which come from the autopilot. You can even see it in the plots. On the 737 the autopilot trim is about half the rate of manual electric trim. I believe these to be facts.

Please, don't fly your airplane with a deficiency like that.

Typically logging time this way is used by students aspiring to obtain a commercial or ATP rating. One can log simulated instrument time x-country with the other acting PIC and they both log the time. Logging SIC time in a single engine piston airplane is not really useful. If you aren't doing that it's not worth worrying about logging the odd safety pilot time. If you don't have an instrument rating take the time to learn something about being 'in the system.'

True, but this airplane is flying with discrepancy. I apologize.

SOMEthing causes the of IAS to CAS conversion chart to be a curve. A combination of pitot/static port locations and aero affects changing due to speed. Isn't there a different curve for flaps down? I defer to your expertise, which I am certain you have. My experience is the M20J 'rotation speed' is very sensitive to conditions: weight in particular and temperature. The G5 was installed as a backup and I pretty much use the dial as primary. If just make sure the needle gets in the white arc and the airplane is ready to fly. I quit dialing the trim for light controls on take-off because I didn't like the pitch up and immediate need to trim nose down as the airplane accelerates. Back to instrumentation. All this analysis of when the airplane stalls wrt speed. Shouldn't the question be 'does my stall angle of attack change when my speed brakes are deployed.' Doesn't this eliminate affects of weight differences? Filters on sensors....very common. It is a fact that EFIS on jet transports uses filtered data. IMHO: If you are stalling your airplane in the pattern it is not the last 2 knots of airspeed that you lost - you shouldn't have been that close to stall to start with and you should reconsider your skills. So not a valid objection to sensor filtering. Research Services Directorate, Simulation Development and Analysis Branch, Langley Research Center.

Your absolute lack of knowledge will work against you. There must be some documentation that came with your airplane. A fundamental start would be what kind of autopilot is installed in your airplane? Typically J models all have an autopilot.